Commuter Rail AC Electrification Load-Flow Simulation Report - RTD

Commuter Rail AC Electrification 

Load-Flow Simulation Report 

Revision 1 

February 27, 2009 

Presented To: 

Regional Transportation District

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Commuter Rail AC Electrification Load-Flow Simulation Report Revision 1 

Revision History 

Rev. Section Description Date Approved 

0 

1 

Initial Release with two traction 

power transformers at Sandown 

and Argo substations. 

Updated Release with two traction 

power transformer at Sandown 

substation and one traction 

power transformer at Argo substation. 

01/30/2009 

02/27/2009 

02/27/2009 FRSC Revision History


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02/27/2009 FRSC Revision History


Table of Contents 

1.0 EXECUTIVE SUMMARY .................................................................................................. 1 

2.0 INTRODUCTION ............................................................................................................... 3 

2.1 PURPOSE OF THE STUDY ....................................................................................... 3 

2.2 SCOPE OF THE STUDY ............................................................................................ 3 

2.3 STUDY PRESENTATION ........................................................................................... 4 

3.0 TYPICAL AUTOTRANSFORMER-FED SYSTEM CONFIGURATION ............................ 6 

3.1 GENERAL ................................................................................................................... 6 

3.2 TRACTION POWER SUPPLY SYSTEM .................................................................... 6 

3.3 TRACTION POWER DISTRIBUTION SYSTEM ......................................................... 9 

3.4 TRACTION POWER RETURN SYSTEM ................................................................. 11 

3.5 NORMAL AND CONTINGENCY SYSTEM OPERATION ........................................ 11 

4.0 STUDY METHODOLOGY .............................................................................................. 13 

4.1 COMPUTER SIMULATION SOFTWARE USED ...................................................... 13 

4.2 STUDY PROCEDURE .............................................................................................. 14 

5.0 STUDY CRITERIA .......................................................................................................... 16 

5.1 SYSTEM VOLTAGES ............................................................................................... 16 

5.2 CONDUCTOR CURRENTS ...................................................................................... 17 

5.3 POWER DEMANDS .................................................................................................. 18 

6.0 TRAIN OPERATION ....................................................................................................... 19 

6.1 INPUT DATA ............................................................................................................. 19 

6.2 TRAIN OPERATION ALONG THE COMMUTER CORRIDORS .............................. 20 

7.0 ELECTRICAL SYSTEM INPUT DATA ........................................................................... 21 

8.0 ELECTRICAL SYSTEM SIMULATION RESULTS ......................................................... 23 

8.1 GENERAL ................................................................................................................. 23 

8.2 STUDIES PEFORMED ............................................................................................. 23 

8.3 SYSTEM VOLTAGES ............................................................................................... 23 

8.4 CONDUCTOR CURRENTS ...................................................................................... 23 

8.5 SUBSTATION POWER DEMANDS ......................................................................... 24 

8.6 AUTOTRANSFORMER POWER DEMANDS .......................................................... 27 

9.0 CONCEPTUAL DESIGN OF THE DENVER RTD TRACTION ELECTRIFICATION 

SYSTEM ......................................................................................................................... 28 

9.1 GENERAL ................................................................................................................. 28 

9.2 TRACTION POWER SUPPLY SYSTEM .................................................................. 28 

9.3 TRACTION POWER DISTRIBUTION SYSTEM ....................................................... 30 

9.4 TRACTION POWER RETURN ................................................................................. 31 

9.5 OVERALL SYSTEM ARRANGEMENT AND EQUIPMENT RATINGS .................... 31 

9.6 NORMAL AND EMERGENCY OPERATION ........................................................... 35 

10.0 CONCLUSIONS AND RECOMMENDATIONS .............................................................. 36 

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APPENDIX A – TERMS AND ABBREVIATIONS ...................................................................... 37 

APPENDIX B – ALIGNMENT DATA, ROLLING STOCK DATA AND TRAIN OPERATION 

RESULTS ....................................................................................................................... 49 

APPENDIX C – ELECTRICAL RESULTS - ALL SYSTEMS IN SERVICE, TWO 

TRANSFORMERS IN SANDOWN SUBSTATION AND TWO TRANSFORMERS IN 

ARGO SUBSTATION ..................................................................................................... 71 

APPENDIX D – ELECTRICAL RESULTS - ARGO SUBSTATION OUT OF SERVICE, TWO 

TRANSFORMERS IN SANDOWN SUBSTATION AND TWO TRANSFORMERS IN 

ARGO SUBSTATION ..................................................................................................... 81 

APPENDIX E – ELECTRICAL RESULTS - SANDOWN SUBSTATION OUT OF SERVICE, 

TWO TRANSFORMERS IN SANDOWN SUBSTATION AND TWO TRANSFORMERS 

IN ARGO SUBSTATION ................................................................................................ 91 

APPENDIX F – ELECTRICAL RESULTS – ALL SYSTEMS IN SERVICE, TWO 

TRANSFORMERS IN SANDOWN SUBSTATION AND ONE TRANSFORMER IN 

ARGO SUBSTATION ................................................................................................... 101 

APPENDIX G – ELECTRICAL RESULTS - SANDOWN SUBSTATION OUT OF SERVICE, 

TWO TRANSFORMERS IN SANDOWN SUBSTATION AND ONE TRANSFORMER IN 

ARGO SUBSTATION ................................................................................................... 111 

APPENDIX H – RR INPUT DATA ............................................................................................ 121 

Tables 

Table 1 - Major Features of the Commuter Rail System to be Electrified ............................. 4 

Table 2 - 2x25 kV Autotransformer-Fed System Voltages ................................................. 17 

Table 3 - Ampacity of the Traction Power Distribution System ........................................... 17 

Table 4 - Rating of Transformers and Autotransformers .................................................... 19 

Table 5 - East Corridor Train Operation ............................................................................. 20 

Table 6 - Gold Line Train Operation ................................................................................... 20 

Table 7 - North Metro Corridor Train Operation.................................................................. 20 

Table 8 - Distribution System Impedances – Autotransformer-Fed System ....................... 21 

Table 9 - Distribution System Impedances – Direct-Fed System ....................................... 22 

Table 10 - System Voltages ................................................................................................. 23 

Table 11 - 

Conductor Ampacities and RMS Currents – All System In Service, Two 

Transformers in Sandown Substation, Two Transformers in Argo Substation .... 24 

Table 12 - Substation Transformer Power Demands – All System In Service ..................... 25 

Table 13 - Substation Transformer Power Demands – Argo Substation Outage ................. 25 

Table 14 - Substation Transformer Power Demands – Sandown Substation Outage .......... 26 

Table 15 - 

Table 16 - 

Table 17 - 

Autotransformer Power Demands – All Systems in Service, Two Transformers in 

Sandown Substation, Two Transformers in Argo Substation .............................. 27 

Traction Power System Facilities, Autotransformer-Fed System, 2 Transformers 

in Sandown Substation, 2 Transformers in Argo Substation ............................... 31 

Traction Power System Facilities, Autotransformer-Fed System, 2 Transformers 

in Sandown Substation, 1 Transformer in Argo Substation ................................. 32 

Figures 

Figure 1 - FasTracks Corridor Alignments ............................................................................. 5 

Figure 2 - Overall Electrical System Arrangement – Two Transformers in Sandown 

Substation and Two Transformers in Argo Substation ........................................ 33 

Figure 3 - Overall Electrical System Arrangement – Two Transformers in Sandown 

Substation and One Transformer in Argo Substation .......................................... 34 

Figure 4 - Car Data .............................................................................................................. 60 

Figure 5 - Tractive Effort, Line Current, and Train Resistance Curves ................................ 61 



Figure 6 - Speed & Elevation versus Route Location, East Corridor Eastbound ................. 62 

Figure 7 - Speed & Elevation versus Route Location, East Corridor Westbound ................ 63 

Figure 8 - Speed & Elevation versus Route Location, Gold Line Eastbound ....................... 64 

Figure 9 - Speed & Elevation versus Route Location, Gold Line Westbound ...................... 65 

Figure 10 - Speed & Elevation versus Route Location, North Metro Corridor Northbound ... 66 

Figure 11 - Speed & Elevation versus Route Location, North Metro Corridor Southbound ... 67 

Figure 12 - String Charts, East Corridor ................................................................................ 68 

Figure 13 - String Charts, Gold Line ...................................................................................... 69 

Figure 14 - String Charts, North Metro Corridor ..................................................................... 70 

Figure 15 - Voltage Profile East Corridor – All Systems In Service ....................................... 74 

Figure 16 - Voltage Profile Gold Line – All Systems In Service ............................................. 75 

Figure 17 - Voltage Profile North Metro Corridor – All Systems In Service ........................... 76 

Figure 18 - Sandown and Argo Substations Power Demands – All Systems In Service ....... 77 

Figure 19 - AT Power Demands, SW-1 – All Systems In Service .......................................... 78 

Figure 20 - AT Power Demands, PS-1, PS-2, PS-3 – All Systems In Service ....................... 79 

Figure 21 - AT Power Demands, PS-4, PS-5, PS-6 – All Systems In Service ....................... 80 

Figure 22 - Voltage Profile East Corridor – Argo Substation Out Of Service ......................... 84 

Figure 23 - Voltage Profile Gold Line – Argo Substation Out Of Service ............................... 85 

Figure 24 - Voltage Profile North Metro Corridor – Argo Substation Out Of Service ............. 86 

Figure 25 - Sandown Substation Power Demands - Argo Substation Out Of Service ........... 87 

Figure 26 - AT Power Demands, SW-1 – Argo Substation Out Of Service ........................... 88 

Figure 27 - AT Power Demands, PS-1, PS-2, PS-3 – Argo Substation Out Of Service ........ 89 

Figure 28 - AT Power Demands, PS-4, PS-5, PS-6 – Argo Substation Out Of Service ........ 90 

Figure 29 - Voltage Profile East Corridor – Sandown Substation Out Of Service ................. 94 

Figure 30 - Voltage Profile Gold Line – Sandown Substation Out Of Service ....................... 95 

Figure 31 - Voltage Profile North Metro Corridor – Sandown Substation Out Of Service ...... 96 

Figure 32 - Argo Substation Power Demands – Sandown Substation Out Of Service .......... 97 

Figure 33 - AT Power Demands, SW-1 – Sandown Substation Out Of Service .................... 98 

Figure 34 - AT Power Demands, PS-1, PS-2, PS-3 – Sandown Substation Out Of Service . 99 

Figure 35 - 

AT Power Demands, PS-4, PS-5, PS-6 – Sandown Substation Out Of Service 

.......................................................................................................................... 100 

Figure 36 - Voltage Profile East Corridor – All Systems In Service ..................................... 104 

Figure 37 - Voltage Profile Gold Line – All Systems In Service ........................................... 105 

Figure 38 - Voltage Profile North Metro Corridor – All Systems In Service ......................... 106 

Figure 39 - Argo Substation Power Demands – All Systems In Service .............................. 107 

Figure 40 - AT Power Demands, SW-1 – All Systems In Service ........................................ 108 

Figure 41 - AT Power Demands, PS-1, PS-2, PS-3 – All Systems In Service ..................... 109 

Figure 42 - AT Power Demands, PS-4, PS-5, PS-6 – All Systems In Service ..................... 110 

Figure 43 - Voltage Profile East Corridor – Sandown Substation Out Of Service ............... 114 

Figure 44 - Voltage Profile Gold Line – Sandown Substation Out Of Service ..................... 115 

Figure 45 - Voltage Profile North Metro Corridor – Sandown Substation Out Of Service .... 116 

Figure 46 - Argo Substation Power Demands – Sandown Substation Out Of Service ........ 117 

Figure 47 - AT Power Demands, SW-1 – Sandown Substation Out Of Service .................. 118 

Figure 48 - 

Figure 49 - 


.......................................................................................................................... 119 


.......................................................................................................................... 120 






1.0 EXECUTIVE SUMMARY 

The Regional Transportation District (RTD) operates an extensive network of light rail and bus 

systems in the Denver metropolitan area and surrounding suburbs. Under the FasTracks 

program, RTD is planning on expanding its existing network by building additional transportation 

capacity consisting of a combination of 140 miles of commuter rail, light rail, and bus rapid 

transit lines. The commuter rail portion of this expansion comprises of one corridor which will 

not be electrified and three corridors which are planned to be electrified. This load-flow 

simulation report examines the three commuter rail corridors planned for electrification: 

• East Corridor - Denver Union Station (DUS) to Denver International Airport (DIA) 

• Gold Line Corridor - DUS to Ward Road/Wheat Ridge 

• North Metro Corridor - DUS to 162 nd Avenue/Thornton 

In accordance with the Denver RTD Commuter Rail Design Criteria, the three Corridors are 

being considered for electrification using either 2x25 kV autotransformer-fed (ATF) or 1x25 kV 

direct-fed (DF) traction power supply system operating at the commercial frequency of 60 Hz. 

Primary power will be obtained from Xcel Energy’s high voltage circuits at 115 kV and will be 

delivered to the electrification system by two traction power substations. Power from the 

substations will be distributed to the trains via an overhead distribution system which will 

comprise of a simple catenary-feeder system or just a simple catenary system, depending on 

the chosen application of electrification. The power will return back to the substations by 

running rails, static wires, and the earth. 

In order to confirm suitability of the preselected substation locations and to determine the ratings 

of major equipment, a comprehensive computer-aided traction power load-flow study was 

performed. The study model included RTD’s most up to date data (developed approximately in 

September 2008) for the system alignment, the rolling stock, the train operation, and the traction 

electrification system (TES). 

The study results revealed that the modeled autotransformer-fed system will satisfactorily 

supply the envisaged commuter rail operation along the three corridors at the proposed 

headways and consist sizes. Two traction power substations (TPSS) will be required to supply 

power to the proposed electrification system. 

• One traction power substation was located next to Xcel’s Sandown substation site in the 

proximity of the East Corridor alignment, just west of Quebec Street. Two power utility 

feeders will be used to feed the two traction power substation transformers at this 

location. 

• The other traction power substation was located next to Xcel’s Argo substation site in the 

proximity of the Gold Line alignment at 43 rd Avenue. One power utility feeder will be 

used to feed one or two traction power substation transformers at this location. 

• Due to the absence of a suitable primary power supply in the vicinity of the North Metro 

alignment, no traction power substation was modeled. Since the study results have 

shown an acceptable voltage profile along the North Metro Corridor, no traction power 

substation is required. 

• One switching station (used in conjunction with electrical phase breaks installed in the 

catenary system) was located in the vicinity of the Denver Union Station (i.e. at mile post 

MP 0.8 on the East Corridor) to enable operation under substation outage conditions. 

02/27/2009 FRSC Page 1 of 250


• Two paralleling stations were located along the East Corridor, 

• One paralleling station was located along the Gold Line, and 

• Three paralleling stations were located along the North Metro Corridor 

The purpose of the paralleling stations is to parallel the catenary and feeder systems, provide 

feeder and catenary sectioning, and to supply power from the feeder/catenary system to the catenary/rail 

system. 

Two sets of traction power supply system studies were performed, with substations connected 

to Xcel Energy’s 115 kV transmission network and configured as follows: 

• In the first study set, both substations, Sandown and Argo, were equipped with two 

traction power transformers. 

• In the second study set, the Sandown substation was equipped with two traction power 

transformers and the Argo substation was equipped with only one traction power 

transformer. 

The modeled autotransformer system provided a significant operating margin for the electrical 

traction power system. Minimum voltages along the three corridors were well above industry 

standards ensuring satisfactory operation under normal operating conditions, with all systems in 

service, and under particularly severe contingency operation with one substation (both 

transformers) out-of-service. The total system power demand averaged over 2 hours is 

approximately 15 MVA. Taking into consideration the fluctuating power demand of the traction 

power loads, short-term overloads and the requirement for transformer and substation 

contingency operation, a preliminary continuous rating of 12.5 MVA should be considered for 

each substation transformer when two transformers per substation can be installed. In the 

event that only one transformer can be installed in Argo substation, it is recommended that 15 

MVA rating for each transformer be considered. Further, it is recommended that a standard 

continuous rating for each autotransformer be 2.5 MVA. These ratings would allow operation of 

EMUs on the East Corridor, Gold Line, and the North Metro Corridor. 

Since the autotransformer-fed system performed with a significant operational margin, 

consideration should be given to the utilization of 1x25 kV direct-fed system. Preliminary results 

indicate that the 1x25 kV system might be effective but more comprehensive simulations would 

be required to ensure its viability. It is believed that this alternative system would be much 

simpler, substantially less expensive to build and maintain, and provide more efficient utilization 

of equipment. 

Regardless of whether an autotransformer-fed system or direct-fed system is selected for 

implementation, it is recommended that a utility impact study be performed. A key element of 

the study should be investigation into the effects of the fluctuating traction power load on the 

transmission system including a voltage flicker study. The unbalanced nature of the load due to 

phase-to-phase substation transformer connections should be evaluated and the levels of 

negative sequence currents in nearby generators determined. Further, the study should 

evaluate the effects of harmonics generated by the rolling stock on total and individual harmonic 

distortion of voltages and currents at the point of common coupling and assess the likelihood of 

utility system resonance. 

02/27/2009 FRSC Page 2 of 250


2.0 INTRODUCTION 

2.1 PURPOSE OF THE STUDY 

RTD has proposed electrical multiple unit (EMU) train operation on the East Corridor, Gold Line, 

and North Metro Corridor. All three corridors originate at the Denver Union Station (DUS) and 

radiate out to the East, West, and North of Denver, respectively, totaling approximately 53 route 

miles. 

The corridors are being considered for electrification at 25 kV, 60 Hz, AC, using a traction power 

supply system comprising either an autotransformer-fed (ATF) system, also known as 2x25 kV 

system, or a direct-feed system, sometimes referred to as 1x25 kV system. The purpose of this 

study is to evaluate the autotransformer-fed electrification system for application to the three 

aforementioned commuter rail corridors. In order to evaluate the autotransformer-fed system, a 

comprehensive computer-aided load-flow simulation study was performed. The study took into 

account all relevant electrification system parameters, including the track alignment data, the 

rolling stock parameters, and the commuter rail operational data. 

The results of the load-flow simulations will provide the necessary data for development of a 

conceptual design for the power supply system and will enable the design team to perform the 

following tasks: 

• Verify the required number of substations and the required number of traction power 

transformers in each substation 

• Verify preliminary locations of the traction power equipment including traction power 

substations, paralleling stations, and the switching station 

• Determine ratings of major equipment, such as substation transformers and 

autotransformers 

• Verify conductor sizes and materials for the overhead catenary system and the feeder 

system 

• Calculate substation power demands and energy consumption. These results may be 

used for establishing the power utility supply requirements and as an input to estimating 

operating costs of the traction electrification system. 

This report documents the load-flow simulations performed by Front Range System Consultants 

(FRSC) for the three RTD Commuter Rail Corridors to be electrified. 

2.2 SCOPE OF THE STUDY 

The scope of the study includes the East Corridor, Gold Line Corridor, and the North Metro 

Corridor, each originating from the Denver Union Station. The alignment data used for 

modeling and simulation of each corridor were obtained from information provided by RTD, as 

follows: 

• Denver Union Station data, developed by DMJM/Harris 

• East Corridor data, developed by PBS&J 

• Gold Line data, developed by CH2M Hill 

• North Metro Corridor data, developed by URS 

02/27/2009 FRSC Page 3 of 250


The major features of the rail corridors planned to be electrified and their operational limits are 

shown in Table 1. 

Table 1 - 

Major Features of the Commuter Rail System to be Electrified 

Corridor/ 

Line 

Route 

Length 

(miles) 1 

Number of 

Passenger 

Stations 2 

Station 

Dwell 

Time 

(seconds) 

Maximum 

Operating 

Speed 

(mph) 

Maximum 

Acceleration 

(mphps) 

Headways 

(minutes) 

Consist 

Size 

(cars) 

East 23.6 9 3 35 79 2.5 15 4 

Gold 11.2 8 35 79 2.5 7½ 2 4 

North 

Metro 

18.0 9 35 79 2.5 15 4 

Total 52.8 26 

It should be noted that the Northwest Rail Corridor is not planned to be electrified, and 

therefore, is not part of this study. 

The proposed FasTracks corridor alignments are shown geographically in Figure 1. 

2.3 STUDY PRESENTATION 

This report is presented in a single volume containing the main body of the report and the 

Appendices. The Appendices include the terms and abbreviations used in the study, traction 

power system data for each scenario developed, and the study results in graphical form. 

1 The route lengths include DUS stub track mileage. 

2 Data include terminal stations. 

3 Nine (9) passenger stations is the future number. At this time seven (7) stations are planned 

with the additional two (2) stations dependent on outside funding commitments. 

4 The traction power simulation was performed for year 2030 operation. Two car train consists 

are scheduled to operate up to that time. 

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Figure 1 - 

FasTracks Corridor Alignments 

02/27/2009 FRSC Page 5 of 250


3.0 TYPICAL AUTOTRANSFORMER-FED SYSTEM CONFIGURATION 

3.1 GENERAL 

This Section of the report discusses common features of typical modern autotransformer 

systems and their application in general. More specific requirements and recommendations 

applicable to Denver RTD autotransformer system are discussed in Section 9.0 – Conceptual 

Design of the Denver RTD Traction Electrification System. The Traction Electrification System 

(TES) will provide electrical power to the trains by means of the traction power supply system, 

traction power distribution system, and traction power return system. Each system is comprised 

of the following: 

• Traction Power Supply System - includes traction power substations located along the 

route at predetermined locations. 

• Traction Power Distribution System - consists of the overhead catenary system, feeder 

system, paralleling stations, switching stations, and isolating switches. 

• Traction Power Return System - comprises of the running rails, impedance bonds, 

cross-bonds, static wires, grounding connections, and the ground (earth) itself. 

The traction power substations normally receive electrical power from the local utility company 

at high voltage, 115 kV or 230 kV. The substation traction power transformers step-down the 

power to 50 kV with the center point of the secondary winding grounded and connected to track 

rails. Such arrangement provides two 25 kV voltages on the secondary windings suitable for 

supply to the feeder/catenary system. The trains will collect their propulsion power from the 

overhead catenary system by means of pantographs and return the power to the substations via 

the running rails which are a part of the traction power return system. 

3.2 TRACTION POWER SUPPLY SYSTEM 

3.2.1 Utility Power Supply 

For economic reasons, the traction power substations should receive power directly from the 

power utility high voltage substations or transmission lines located in close proximity to the rail 

corridors. 

Connections to the utility high voltage system is required to ensure optimal supply reliability and 

to limit voltage flicker, phase unbalance, and harmonic distortion that may result from the 

addition of the highly fluctuating, single-phase, and non-sinusoidal traction loads. 

It is desirable to supply the traction power substations by two high voltage lines that are as 

independent of each other as possible. 

3.2.2 Substation Type and Equipment 

The traction power substations transform the utility power from high voltage of 115 kV to the AC 

electrification system utilization voltage of 2x25 kV. The substations will include all the 

necessary equipment in order to transform and control the AC voltage between the utility 

company and the traction power system which is used by the rolling stock. 

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A typical traction power substation includes the following major items of electrical equipment: 

• High voltage supply line termination structures, circuit breakers, and disconnect switches 

• Traction power transformers 

• Medium voltage circuit breakers or switchgear assemblies 

• AC feeder/catenary supporting gantries, auxiliary transformers and return cables 

• Signal, and communications power supply systems, if desired 

• Protective devices, programmable logic controllers and supervisory control and data 

acquisition systems 

• Instrumentation, indication, annunciation, lighting, and temperature control systems 

• Busbars and bus connections, power cables, control cables, and low voltage wiring 

• Substation control building enclosure, equipment enclosures, insulation and grounding 

systems, raceways, conduit, ductbanks, and other miscellaneous equipment 

Due to the large electrical clearances required, high voltage equipment of traction power 

substations is typically installed outdoors. Each item of equipment is delivered to the site 

separately and installed on prepared foundations or footings. Switchgear, protective relays and 

controls are normally installed in prefabricated or field constructed buildings. Optionally, 

medium voltage circuit breakers may be installed outdoors. 

3.2.3 High Voltage Circuit Breakers and Disconnect Switches 

The function of the high voltage circuit breakers is to disconnect the traction power transformers 

from the utility system following a fault, severe overload condition, or for maintenance. Each 

circuit breaker should be equipped with disconnect switches to provide visible confirmation of 

isolation of the circuit breaker during maintenance. 

3.2.4 Traction Power Transformers 

The high voltage utility power is transformed to the distribution voltage by the traction power 

transformers. Normally, each substation is equipped with two equally-sized transformers, but 

one transformer substation can be acceptable in the event that real estate constraints exit. 

Each transformer should be rated to be capable of handling the entire substation load and to 

allow for continuous system feeding in the event of outage of one of the utility feeders, 

transformer, or other item of high voltage equipment. 

The single-phase traction power transformer primary windings are connected to two of the three 

phases of the utility power system. Because power is being drawn from only two phases of a 

three-phase system, a certain amount of current and voltage unbalance will occur. In order to 

mitigate the effects of the unbalanced currents and voltages, the single-phase connections 

should be alternated at successive transformers. Therefore, in an interconnected power utility 

network, the unbalanced currents and voltages will tend to balance out by the time they reach 

the utility generators or consumer motors. 

02/27/2009 FRSC Page 7 of 250


3.2.5 Medium Voltage Switchgear/Circuit Breakers 

Each traction power substation includes a lineup of AC indoor switchgear or outdoor circuit 

breakers to distribute power to the feeder/catenary system, auxiliary power supply transformers, 

and substation special equipment, if installed. In conjunction with the high voltage circuit 

breakers, the medium voltage circuit breakers also isolate the traction power transformers. The 

switchgear or circuit breakers should be configured to include main incoming circuit breakers, 

feeder and catenary busbars with bus-tie circuit breakers, and the appropriate number of feeder 

and catenary system circuit breakers. 

Power to the overhead distribution system is supplied via feeder and catenary circuit breakers. 

The function of the circuit breakers is to protect the overhead distribution system against short 

circuits and to enable system outages for the purpose of equipment maintenance. It is 

recommended to equip each track and feeding direction with its own dedicated circuit breaker. 

Thus, for a two-track system operating in the east-west (or north-south) directions, the following 

feeder and catenary circuit breakers would be required: 

• Circuit breaker 1 - track 1 east (or north) 

• Circuit breaker 2 - track 1 west (or south) 

• Circuit breaker 3 - track 2 east (or north) 

• Circuit breaker 4 - track 2 west (or south) 

The substation and switching station feeder and catenary busbars need to be equipped with 

bus-tie circuit breakers. The bus-tie circuit breakers are normally open and are closed only 

when two adjacent sections of the distribution system need to be connected in the event of a 

traction power transformer or substation outage. 

The substation auxiliary system can be protected by fuses or circuit breakers. The substation 

special equipment, such as phase balancing equipment, harmonic filters, or power factor 

correction equipment should be connected to the substation busbar via circuit breakers or circuit 

switchers. 

Additionally, the use of a dedicated circuit breaker for the rolling stock maintenance facility is 

recommended. 

3.2.6 Special Equipment 

In special circumstances, and depending on specific system and rolling stock design features, 

the traction power substations may also contain phase balancing equipment, harmonic 

distortion filters, and power factor correction equipment, as briefly described below: 

• Balancing Equipment – to limit the traction power substation unbalance caused to the 

power utility system 

• Harmonic Filters – to limit individual harmonic and total harmonic distortion at the point 

of common coupling of the traction power and utility equipment 

• Power Factor Control Equipment – to control the power factor at the point of common 

coupling of the traction power and utility equipment 

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The actual need for such equipment can be determined by performing a follow up study 

evaluating the impact of traction power system loads onto the power utility system. Such study 

should determine busbar voltage unbalance and current unbalance in nearby generators. 

Further, the study should calculate individual and total harmonic distortion of voltage and 

current, especially in the event, that the power utility has capacitors and filters installed on the 

high voltage system. The results of the study should be compared with previously agreed limits 

and decision on any special equipment requirements made accordingly. 

3.3 TRACTION POWER DISTRIBUTION SYSTEM 

3.3.1 Feeder/Catenary System 

In the autotransformer-fed system, traction power from substations is distributed to trains by the 

overhead autotransformer feeder and catenary systems. The substations transformers utilize a 

center tapped secondary winding where the autotransformer feeder system is connected to one 

end of the substation transformer secondary winding and the catenary system is connected to 

the other end of the winding through medium voltage switchgear. The secondary winding’s 

center tap is tied to the rail/static wire/ground power return system. 

For two track high-density operation, two along-track feeders, one for each track, are normally 

provided for redundancy in the system. 

3.3.2 Phase Breaks 

As already mentioned, the primary windings of each traction power transformer are connected 

to only two phases of the power utility three-phase system. In order to mitigate the utility system 

unbalance, the two phase connections are rotated. For example, the first transformer can be 

connected to phases A & B, the second to phases B & C, the third to phases C & A, and so on 

for each successive transformer. Rotating the transformer connections causes the secondary 

windings of adjacent transformers to be out-of-phase. In order to electrically separate the 

sections of distribution system which are operating at different phases, phase breaks are 

installed in the overhead catenary system at the substations and at switching stations. The 

autotransformer feeders are also sectioned at the locations of phase breaks by using insulators. 

3.3.3 Switching Stations 

In order to provide for the autotransformer feeder and catenary system switching in the event of 

substation outages, switching stations are provided between each pair of adjacent substations. 

To facilitate the overhead system switching operations, each switching station is equipped with 

medium voltage indoor switchgear or outdoor circuit breakers. The circuit breakers are 

configured in two sections. The autotransformer feeder section includes circuit breakers on 

each side of the sectionalizing point and a bus-tie circuit breaker. Similarly, the catenary section 

includes circuit breakers on each side of the phase break and a bus-tie circuit breaker. The 

autotransformer feeder and catenary circuit breakers are normally closed and the bus-tie circuit 

breakers are normally open. The feeder and catenary circuit breakers of each track are 

intended to be arranged so they operate mechanically and electrically together. The purpose of 

the bus-tie circuit breakers is to connect the adjacent sections of the distribution system in the 

event of substation outage. 

02/27/2009 FRSC Page 9 of 250


3.3.4 Paralleling Stations 

Paralleling stations are an integral part of the autotransformer-fed system. Since substation to 

switching station spacing is often large, each section of the distribution system may be equipped 

with one or more paralleling stations. The paralleling stations are installed either between the 

substation and the switching station or between the substation and end of the line in order to 

improve the voltage profile along the system by transforming the feeder/catenary voltage to 

catenary/rail voltage using autotransformers. Further, the paralleling stations parallel the 

catenary and feeder circuits of the two tracks and provide electrical sectioning points within the 

system. 

Each paralleling station is equipped with medium voltage indoor switchgear or outdoor circuit 

breakers configured in a similar arrangement as in the switching stations. However, since the 

autotransformer feeder and the catenary voltages on either side of the paralleling stations are 

always of the same phase and magnitude, there is no need for bus-tie circuit breakers. For the 

same reason, overlaps or section insulators are used in paralleling stations instead of phase 

breaks. 

3.3.5 Benefits of Paralleling Stations and Switching Stations 

A key advantage of this arrangement is that the switchgear in the switching and the paralleling 

stations enables sections of the distribution system to be disconnected following a fault or for 

routine maintenance. The switchgear is configured to permit paralleling of the overhead 

distribution system conductors in multiple track areas. The conductor paralleling decreases the 

effective system impedance between substations and trains which improves the train voltage 

profile along the system. The paralleling also provides for current sharing between conductors 

of adjacent tracks and improves system fault detection. 

3.3.6 Autotransformers 

In the autotransformer system, the catenary-rail voltage is delivered by the feeder-catenary 

distribution system via autotransformers. Autotransformers are installed at each paralleling 

station and at each switching station. The autotransformer winding ratio must correspond to the 

distribution voltage (feeder-to-catenary) and the traction voltage (catenary-to-rail) ratio. 

The autotransformer-fed system enables power to be distributed along the system at higher 

than the train utilization voltage. For example, in the 2x25 kV autotransformer system, power is 

distributed at 50 kV (line-to-line) while the trains operate at 25 kV (line-to-ground). This 

arrangement results in a system with lower voltage drop along the alignment than is possible 

with 25 kV direct-fed system, resulting in an improved train voltage profile along the line. 

Depending on the train position along the system, the current in the feeder may flow in the 

opposite direction than the current in the catenary. In this event, certain electromagnetic field 

cancelation occurs. This field cancelation mitigates, to some degree, the effects of 

electromagnetic interference on other wayside equipment as well as communications and 

signaling circuits. 

02/27/2009 FRSC Page 10 of 250


3.4 TRACTION POWER RETURN SYSTEM 

3.4.1 Return System Conductors 

The traction power return system consists of the running rails, impedance bonds, cross-bonds, 

overhead static wires, return conductors, and the ground (earth) itself. Both running rails of 

each track serve as return conductors, except at special trackwork locations where electrical 

continuity is provided by jumper cables connected to the rails. 

In order to enable both rails to carry the return current and to maintain the double rail signaling 

track circuits commonly used by North American railroads, any existing DC track circuits must 

be changed to AC track circuits using a different frequency from the 60 Hz traction power 

system (e.g. 100 Hz). 

3.4.2 Return System Continuity and Grounding 

At locations requiring insulated joints, the electrical continuity of the return system will be 

maintained by the use of impedance bonds. The running rails should be cross-bonded for 

traction power equalization through impedance bonds at every traction power substation and as 

required by the design of the signal and/or train control systems. The cross-bonds are 

periodically connected to the static wire which is used to connect the supporting structures of 

the feeder/catenary system. The static wire is grounded at frequent intervals. The result, based 

on current division, is that, portions of the return current flow in the rails, the static wire, and the 

ground. 

The purpose of this design is to reduce the effective return system resistance and provide as 

low an impedance return system as possible in order to limit voltage rise along the rails (rail-toground 

potentials), and to improve catenary fault detection by creating sufficiently high shortcircuit 

currents. 

Particular attention should be paid to return system grounding arrangements at, and in the 

vicinity of, passenger stations to avoid undesirable voltage rise between the station metallic 

structures, rails, and consequently, trains. 

The cross-bond grounding must be coordinated with the signal system design. 

3.5 NORMAL AND CONTINGENCY SYSTEM OPERATION 

3.5.1 Continuity of Supply 

The power supply, distribution, and return systems should be designed so that adequate 

propulsion power continues to be supplied to the system under normal and contingency 

operation. Therefore, electrical continuity must be provided in the distribution system from 

substations to switching stations under normal operating conditions and under single traction 

power transformer outage. Additionally, electrical continuity must be provided from substationto-substation 

under full substation outage conditions. 

At the substations, paralleling stations, and switching stations, the distribution system continuity 

is provided by the normally closed feeder and catenary circuit breakers. In the event that a 

feeder or catenary circuit breaker needs to be opened for repair or maintenance, two approaches 

are possible: 

02/27/2009 FRSC Page 11 of 250


• Provision of hand-operated or motor-operated outdoor or indoor type bypass disconnect 

switch 

• Provision of a transfer bus and an additional circuit breaker which can substitute for any 

circuit breaker via the transfer bus 

The distribution system should be sectionalized into electrical sections to limit the length of the 

track to be de-energized following a fault or for system maintenance. The sectioning can be 

performed at substations, paralleling stations, and switching stations, as well as at interlockings 

where crossovers and turnouts are installed. 

3.5.2 Normal Operation 

During normal operation of the power system, i.e., when all major components of the system, 

such as substation transformers, feeders, and autotransformers, are in service, the system will 

maintain rated train operating performance during peak-hour traffic conditions. This includes 

providing full performance train voltage levels to allow simultaneous starting of trains. 

3.5.3 Contingency Operation 

Normally, each traction power transformer feeds its own section of system. During a substation 

transformer outage, continuity of supply to that section is achieved by closing of the substation 

feeder and catenary system bus-tie circuit breakers. The remaining substation transformer then 

feeds both sections of the system. 

Each traction power transformer in a substation is recommended to be supplied by an 

independent, dedicated transmission line. In this event, an outage of entire substation is 

unlikely. Nevertheless, provision for such a contingency should be made in the system design. 

Following an outage of an entire substation, the neighboring substations should maintain 

continuity of supply. Therefore, each substation must be capable of supplying its own section of 

the system as well as the adjacent sections previously supplied by the now outaged substation. 

This is facilitated at switching stations. During a substation outage, the normally open switching 

station feeder and catenary bus-tie circuit breakers are closed, thus extending the supply areas 

of the healthy substations in operation. 

When a substation at the end of the system is out-of-service, the end-of-the-line is supplied from 

the closest operating substation by closing bus-tie circuit breakers in the switching station and 

the outaged substation. 

02/27/2009 FRSC Page 12 of 250


4.0 STUDY METHODOLOGY 

4.1 COMPUTER SIMULATION SOFTWARE USED 

The train operations and load-flow simulations were performed using computer software RR 

Version 13. The RR software was developed by LTK Engineering Services (LTK) specifically to 

perform traction power studies and is a comprehensive software tool used for design and 

analysis of both DC and AC traction power systems. RR was developed by identifying key 

elements which exist in other traction power simulators. These elements were improved where 

necessary (i.e. train dispatch file) and combined with a highly accurate method for modeling 

vehicle performance and power/voltage/current requirements into one comprehensive tool. The 

program is written in C++ and is Microsoft Windows-based with many user definable features, 

including customizable vehicle performance parameters. 

LTK’s traction vehicle/electrical system simulation software is unique in the industry in several 

respects. The performance of each train in the model is dynamically determined by the 

continuously varying voltage at the trains during the simulation, as occurs in the real world. 

Therefore, the program accurately models the tractive effort and current curves for the desired 

vehicle and automatically adjusts these curves as the traction power voltage varies along the 

traction power distribution system. This software also allows the simulator to model very 

accurately modern AC drive systems which include automatic, voltage dependent current or 

tractive effort limitations or adjustments, including detailed modeling of vehicle regeneration. 

The RR model can represent one or more “routes” on which trains run. A route consists of one 

or more track segments on which the trains will operate under different operational criteria such 

as headway, train length, acceleration, deceleration and speed limits. In general, trains on each 

route operate independently of other routes in the model, except for the voltage dependency 

mentioned earlier. Any electrical connections between the route power supplies or distribution 

systems feeding more than one route are correctly represented. 

The program produces a wide array of color graphical outputs, which aid in the analysis of the 

traction power system by visually displaying the data rather than printing the data in tabular 

form. The output charts and graphs include the following: 

• Train tractive effort and current vs. speed 

• Train speed vs. time and distance 

• String charts for each route 

• Train voltage profile for each route 

• Substation power demand and energy consumption for each substation 

• Substation instantaneous power for each substation 

• Substation average power over pre-defined time intervals for each substation 

• Feeder/catenary RMS currents 

Other important features include multi-route simulation and per-train scheduling. There is no 

limit to the number of routes, or train types. All output is graphical and is produced directly by 

the program without external software or manual effort. The simulator uses modern equation 

solution methods (i.e. spare matrix techniques and direct inversion of matrixes), is very fast and 

accurate, and very large and complex models can be simulated with ease. 

02/27/2009 FRSC Page 13 of 250


The RR software uses a dynamic performance algorithm for adjusting the trains’ performance 

based on the instantaneous system electrical loading where most other simulators assume a 

fixed performance value irrelevant of actual train voltage. RR uses "snapshots" at one second 

intervals to increment the calculations of vehicle performance and the system electrical load. 

RR uses the train’s actual voltage and its corresponding current to determine the load on the 

traction power system. As these values change, the available tractive effort is re-calculated and 

applied to the performance of the train to determine the trains’ current requirements. This is 

performed individually for each train on the system at each snapshot. The calculations are 

modified each time there is a change to the system, and consequently, train locations vary 

slightly from run to run due to actual performance associated with each train’s actual train 

voltage. Therefore, each train on the system affects all other trains on the system and visa 

versa. 

Each train’s performance is individually calculated based on local conditions and the 

subsequent location of each train updated. The electrical system is then re-evaluated through a 

matrix calculation. The result is a more accurate representation of system performance under 

actual conditions as individual train performance is dependent on both the traction power 

system and other trains on the system. Train performance may appear to vary run to run, but 

this is actually representative of total system dynamics that will be seen in service. 

The simulation output is dependent on operating assumptions such as system population which 

is determined by headway, train consist, and train departure scheduling. The results presented 

in this report represent only one possible combination of such operating assumptions. Variable 

operator behavior, dwell times, passenger loads, and weather or track conditions, along with 

potential train bunching and special events trains will change actual system performance. 

Design standards were developed for minimum train voltage to try to allow for real-world 

performance and operation anomalies since there is no practical way to simulate every possible 

scenario or situation. 

4.2 STUDY PROCEDURE 

The computer load-flow study simulations were performed in the following steps: 

• Development of study criteria 

• Collection of route alignment data, operation data, and train data 

• Conversion of collected data into computer input data 

• Trip duration computer runs and development of string charts 

• Analysis of trip duration and string chart results 

• Collection of electrical network parameters and system operations data 

• Conversion of collected data into computer input data 

• Electrical system computer runs, including: 

o All equipment in-service scenarios 

o Contingency conditions such as substations out-of-service 

02/27/2009 FRSC Page 14 of 250


• Analysis of electrical output results. The analysis included the following calculations: 

o Derivation of train voltage profile along each system route 

o Calculation of feeder and catenary currents 

o Determination of substation and autotransformer power demands 

o Determination of substation and autotransformer power ratings 

Based on the analysis of the electrical network results, the proposed electrification system 

conceptual design was verified. 

02/27/2009 FRSC Page 15 of 250


5.0 STUDY CRITERIA 

5.1 SYSTEM VOLTAGES 

5.1.1 Industry Practice 

The suitability of the selected traction power substation, switching station, and autotransformer 

locations is verified by determining the train voltage drop profile along the system. In a traction 

power system, comprising of the utility network, substation equipment, feeders, catenary 

conductors, and rails, every train on the system should have adequate voltage at the 

pantograph for propulsion purposes. The adequate voltage levels are defined by the American 

Railway Engineering and Maintenance-of-Way Association 5 (AREMA) recommendations. 

The AREMA Manual for Railway Engineering defines the following standard voltages: 

• Nominal Operating Voltage. Voltage measured at the pantograph of a train located at 

the substation feed point while full rated power is being drawn from the appropriate 

substation transformer or transformers if connected in parallel, 25 kV for the RTD 

system. 

• Normal Upper Voltage Limit. Voltage measured at the pantograph of a train located at 

the substation feed point with no traction power being drawn from the appropriate 

substation transformer or transformers, if connected in parallel. The Normal Upper 

Voltage Limit is 110% of the Nominal Operating Voltage, 27.5 kV for the RTD system. 

• Normal Lower Voltage Limit. Voltage measured at the pantograph of a train located at 

the point of maximum voltage drop with the OCS functioning for normal design 

conditions, assuming no substation outage and rated continuous power being developed 

by the rolling stock. The Normal Lower Voltage Limit is 80% of the Nominal Operating 

Voltage, 20 kV for the RTD system. 

• Emergency Minimum Operating Voltage. Voltage measured at the pantograph of a train 

operating under emergency conditions, such as a substation outage, loss of one or more 

transformers at a substation, or utility supply problems. Rated vehicle power and 

performance is not available, but reduced operation is possible, assuming that on-board 

logic automatically degrades the vehicle performance. The Emergency Minimum 

Operating Voltage Limit is 70% of the Nominal Operating Voltage, 17.5 kV for the RTD 

system. As per the American Railway Engineering and Maintenance-of-Way 

Association recommendations, this limit applies to vehicle design only and is not to be 

used as a criterion for the traction power system design. 

5.1.2 RTD System Voltages 

Taking into account the AREMA recommendations, the traction power supply and distribution 

system voltage levels for the RTD 2x25 kV autotransformer-fed system, as developed for this 

study, are shown in Table 2. 

5 AREMA, Manual for Railway Engineering, Chapter 33, Electrical Energy Utilization, Part 3, 

Recommended Voltages, published in 2006. 

02/27/2009 FRSC Page 16 of 250


Table 2 - 

2x25 kV Autotransformer-Fed System Voltages 

System Location Voltage (kV) Voltage (p. u.) 

Traction Power Substation Input Voltage 115.0 1.00 

Traction Power Substation Normal 

Upper Output Voltage Limit Catenary-to-Rails 27.5 1.10 

Feeder-to-Catenary 55.0 1.10 

Traction 

Power 

Traction Power Substation No- Feeder-to-Catenary 53.0 1.06 

Supply 

Load Output Voltage 

Catenary-to-Rails 26.5 1.06 

System 

Traction Power Substation Nominal 

Feeder-to-Catenary 50.0 1.00 

Output Voltage 


Traction Normal Lower Voltage Limit for Catenary-to-Rails 20.0 0.80 

Power All Systems in Service 

Distribution 

Sys- 

Emergency Minimum Operating 

Voltage for Outage Conditions 

tem 


5.1.3 Use of the Voltages for the Study 

The nominal traction power supply system voltages were used in the computer simulations and 

the distribution system voltages along the various lines were calculated and compared to the 

values presented in the above table. 

The Normal Lower Voltage Limit was used as criterion in evaluation of the simulated system 

performance. For computer runs simulating the all equipment in-service condition (i.e. all 

substations, switching stations, paralleling stations, traction power transformers, feeders, and 

autotransformers in-service), the lowest train voltage along any of the three corridors during 

rush-hour operation should not fall below the Normal Lower Voltage Limit. 

Under system outage conditions, the lowest train voltage along any of the three corridors during 

rush-hour operation should not fall below the Emergency Minimum Operating Voltage for 

Outage Conditions. 

5.2 CONDUCTOR CURRENTS 

The highest currents in the distribution system conductors occur in the catenary and feeder 

conductors adjacent to the traction power substations. In order to evaluate the suitability of the 

conductors used in the study, the calculated load current root-mean-square (RMS) values were 

compared with the estimated ampacities of the distribution system conductors. 

The distribution system conductors considered for the Denver RTD commuter system in this 

study are shown in Table 3. 

Table 3 - 

Ampacity of the Traction Power Distribution System 

Conductor 

Number of 

Conductors 

per Track 

Size (kcmil 

or A.W.G.) 

Material 

Approximate 

Ampacity 

(A) 

Total 

Approximate 

Ampacity (A) 

Feeder Wire 1 556.5 ACSR 730 730 

Messenger Wire 1 4/0 H. D. Copper 480 

870 

Contact Wire 1 4/0 H. D. Copper 390 

02/27/2009 FRSC Page 17 of 250


In order to prevent overheating and annealing of the catenary system conductors, the conductor 

RMS currents predicted by the study should be well below the conductor ampacities. The 

ampacity of the feeder and messenger wires, shown in Table 3, were obtained from the 

Westinghouse Reference Book 6 . The ampacity of the contact wire, shown in Table 3, was 

obtained from the AREMA Manual 7 . The ampacities were calculated based on the following 

conditions: 

• Ambient air temperature 77° Fahrenheit,(25°Celsius), 

sunny conditions 

• Conductor operating temperature, Copper 167° Fahrenheit, (75°Celsius) 

• Conductor operating temperature, Alloys 121° Fahrenheit, (100°Celsius) 

• Emissivity 0.5 

• Wind velocity 2 feet/second, (0.61 m/s) 

• Contact wire wear 30%, (70% of the conductor original 

cross-section area remains) 

The ampacities will be actually somewhat lower, since the ambient temperature in Denver can 

reach 40° Celsius. 

5.3 POWER DEMANDS 

5.3.1 Power Demand Characteristics 

Traction power substations experience highly fluctuating loading due to the abrupt, impulse-like 

changes in power requirements of trains as they accelerate, decelerate, or as they encounter or 

leave track grades. The magnitude and frequency of the impulses increase during peak power 

demand time periods, since longer trains are likely to operate at shorter headways. Therefore 

the power demand also fluctuates in the same manner as the load. The rush hour period 

occurs twice a day, in the morning and in the afternoon, and the maximum power demands 

usually occur during this time. For traction power substations to supply this load cycle, the 

substation equipment must have sufficient continuous and overload power ratings as 

recommended by the AREMA guidelines. 

6 Westinghouse Electric Corporation, Electrical Transmission and Distribution Reference 

Book, published in 1964. 

7 AREMA, Manual for Railway Engineering, Chapter 33, Electrical Energy Utilization, Part 4, 

Railroad Electrification Systems, published in 2006. 

02/27/2009 FRSC Page 18 of 250


5.3.2 Transformer Rating 

Traction power system simulations were performed for the peak demand rush-hour period in 

order to determine the power ratings of the transformers and autotransformers. In order to 

determine the traction power transformer continuous ratings, the maximum power demand for 

each substation was averaged over 2-hour, 1-hour, 15-minute and 1-minute time intervals. 

Power utilities typically require a power demand value based on a particular time period, usually 

corresponding to the billing interval (e.g. 15-minute average). The results of the study provide 

these values based on the prescribed headway and consist for each route. The continuous and 

overload power ratings were assigned to the respective power demand averages as shown in 

Table 4. 

Table 4 - 

Rating of Transformers and Autotransformers 

Demand Period 

Traction Power Transformer and Autotransformer 

ONAN 8 Continuous and Overload Ratings (% of Rated Power) 

2 Hours 100, Continuous Rating 

1 Hour 150 

15 Minutes 200 

1 Minute 250 

Based on the simulations predicted power demands, the ratings of the transformers and 

autotransformers can be defined. 

6.0 TRAIN OPERATION 

6.1 INPUT DATA 

The input data needed for the train operation simulations include the following: 

• Track Alignment Data 

o Route gradients with respect to milepost 

o Track speed restriction along each route 

o Locations of passenger stations 

• Rolling Stock Data 

o Mechanical characteristics, including the car empty, design, and rotating weight, axle 

count, and cross-sectional area 

o Electrical characteristics, including the car nominal, maximum, and minimum operating 

voltages, and auxiliary (hotel) power 

o Propulsion system data, including the car tractive effort, power factor, electrical and 

mechanical efficiencies, and the maximum acceleration rate 

o Braking system data, including the maximum deceleration rate 

8 Oil Natural Air Natural cooling method 

02/27/2009 FRSC Page 19 of 250


• Operations Data 

o Train consist sizes for each route 

o Train dwell times at each passenger station 

o Train passenger loading 

o Train headways 

The alignment and rolling stock input data are presented in Appendix B. The train consist size 

and passenger station dwell time for each Corridor are shown in Table 1, presented earlier in 

the report. The simulation snapshot interval is 1 second. 

6.2 TRAIN OPERATION ALONG THE COMMUTER CORRIDORS 

The following tables summarize the simulation results of train operation along each of the three 

commuter routes under investigation. The trains utilize the peak tractive effort available, 

maximum acceleration rate and maximum deceleration rate. Further, the trains negotiate the 

route gradients, comply with the speed restrictions along the routes, and stop at passenger 

stations for the specified dwell time. 

Table 5 - 

East Corridor Train Operation 

Direction of Travel 

Route Length 

Average Speed 

Trip Time (minutes:seconds) 

(miles) 

(mph) 

DUS to DIA 23.6 32:55 41.9 

DIA to DUS 23.6 32:52 42.0 

Table 6 - 

Gold Line Train Operation 


Route Length 

Average Speed 


(miles) 

(mph) 

DUS to Ward Road 11.2 20:47 33.8 

Ward Road to DUS 11.2 20:43 33.8 

Table 7 - 

North Metro Corridor Train Operation 


Route Length 

Average Speed 


(miles) 

(mph) 

DUS to 162 nd Avenue 18.0 27:39 40.1 

162 nd Avenue to DUS 18.0 27:40 40.1 

Additional train operation results are presented in Appendix B. 

02/27/2009 FRSC Page 20 of 250


7.0 ELECTRICAL SYSTEM INPUT DATA 

Data used for the electric network simulations include the following: 

• Electrical network data including: 

o Equivalent impedance of the utility system at the point of common coupling, i.e. the 

substation traction power transformer connection point 

o Traction power substation transformer impedances 

o Autotransformer impedances 

o Impedances of the traction power distribution and return systems between substations, 

switching station, and paralleling stations. 

• Locations of substations, switching station, and paralleling stations. 

• Train timetable including departure location and departure time for each train. 

• Operating time data including the time of simulation start and finish, and the power 

simulation time interval. 

The following electrical parameters were required for the system simulation: 

Utility System Data. The utility supply points were assumed to be transmission lines operating 

at 115 kV transmission voltage. Preliminary Xcel information indicated 115 kV system fault level 

of approximately 34,000 A, which is equivalent to 6,910 MVA, three-phase. Adjusting for phaseto-phase 

connection yields a short circuit value of 6,910*2/(sqrt (3)) = 5,985 MVA or 59.85 p.u. 

phase-to-phase, resulting in utility system equivalent impedance of 1/59.85 = 0.0167 p. u. 

Transformer Reactances. The traction power transformer reactance was assumed 7% on own 

rating of 10 MVA and autotransformer reactance was assumed 1.5% on own rating of 2 MVA. 

Traction Power Distribution and Return System Resistances and Reactances. The distribution 

and return system impedances were calculated for one mile length of one-track and twotrack 

electrified railroad segments, using the Alternative Transient Program (ATP) and Math- 

CAD 2000 Professional software 9 . The calculation resulted in the following resistance and reactance 

values. 

Table 8 - 

Distribution System Impedances – Autotransformer-Fed System 

Number 

of 

Tracks 

Feeder Resistance 

(Ohm/mile) 

Feeder Reactance 

(Ohm/mile) 

Catenary Resistance 

(Ohm/mile) 

Catenary Reactance 

(Ohm/mile) 

1 0.270 1.229 0.244 0.860 

2 0.311 1.356 0.248 1.024 

9 T. Kneschke, P. Mbika, Determination of Traction Power Distribution System Impedances 

and Susceptances for AC Railroad Electrification Systems, Proceedings of the 2004 

ASME/IEEE Joint Railroad Conference, April 6-8, Baltimore, MD. Paper No. RTD2004-66011. 

02/27/2009 FRSC Page 21 of 250


Table 9 - 

Distribution System Impedances – Direct-Fed System 

Number of Tracks 

Catenary Resistance 

(Ohm/mile) 

Catenary Reactance (Ohm/mile) 

1 0.188 0.707 

2 0.202 0.813 

Simulation Period. The simulations were performed for a morning rush hour period from 

8:00:00 A.M. to 10:00:00 A. M. It is assumed that the evening rush-hour is the same. 

Power Simulation Snapshot Interval. The electrical load-flow simulations were performed in 

snapshot intervals of 1 second. 

02/27/2009 FRSC Page 22 of 250


8.0 ELECTRICAL SYSTEM SIMULATION RESULTS 

8.1 GENERAL 

The morning and evening rush-hour operation is assumed to be the same, i.e., the same train 

consists at the same headways, as presented in Table 1 above, will operated in both periods of 

time. Therefore, the results of the study apply to both rush-hours. 

8.2 STUDIES PEFORMED 

The following two sets of studies were performed: 

• Set 1 – Two traction power transformers in Sandown substation and two traction power 

transformers in Argo substation 

o All systems in service 

o Argo substation out of service 

o Sandown substation out of service 

• Set 2 - Two traction power transformers in Sandown substation and one traction power 

transformer in Argo substation 

o All systems in service 

o Sandown substation out of service 

It was not necessary to run the Argo substation out of service case in the study Set 2, as the 

results would be the same as in the study Set 1. 

8.3 SYSTEM VOLTAGES 

The minimum train (pantograph to running rail) voltage for each commuter rail line during all 

equipment in-service and for contingency operation of each substation out-of-service are shown 

in the following Table. 

Table 10 - 

System Voltages 

System Condition 

2 Transformers in Sandown, 

2 Transformers in Argo 

East 

Corridor 

Gold 

Line 

Minimum Voltage (kV) 

North 

Metro 

Corridor 

2 Transformers in Sandown, 

1 Transformer in Argo 

East 

Corridor 

Gold 

Line 

North 

Metro 

Corridor 

All Equipment-In-Service 24.5 24.8 24.5 24.4 24.4 24.1 

Argo Substation Outage 24.1 24.0 23.9 24.1 24.0 23.9 

Sandown Substation Outage 24.0 24.3 24.0 23.9 24.1 23.9 

Voltage profiles along each corridor are presented in Appendices C, D, E, F and G. 

8.4 CONDUCTOR CURRENTS 

Normally, conductor temperatures vs. time are derived on transient basis using the one-second 

output from the computer load-flow simulations. However, since the RMS currents were well 

02/27/2009 FRSC Page 23 of 250


below the ampacity of the overhead system conductors, as shown in Table 11, and annealing of 

the conductors is highly unlikely, the predicted conductor temperatures were not calculated. 

Table 11 - Conductor Ampacities and RMS Currents – All System In Service, Two 

Transformers in Sandown Substation, Two Transformers in Argo Substation 

Substation 

Sandown 

Argo 

Feeder 

Approximate Ampacity (A) Maximum RMS Current (A) 

Feeder Catenary Feeder Catenary 

Track 1-West 

3.4 23.2 

Track 2-West 3.4 36.0 

Track 1-East 23.8 75.6 

Track 2-East 23.8 83.8 

730 870 



Track 1-East 38.6 70.2 

Track 2-East 38.6 77.2 

Results for two transformers in Sandown substation, and one transformer in Argo substation are 

not presented, as the results are not substantially different from the results shown. 

8.5 SUBSTATION POWER DEMANDS 

The substation transformer power demand for Sandown and Argo substations are shown in the 

following Tables. In order to define the transformer continuous and overload ratings, the onesecond 

power demands were averaged over 2-hour, 1 hour, 15-minute, and 1-minute time 

intervals, as shown in Tables 12 through 14. For the power utility billing interval, 15 minutes, 

the power factor is also given. 

02/27/2009 FRSC Page 24 of 250


Table 12 - 

Substation Transformer Power Demands – All System In Service 

Substation 

Sandown 

Argo 

Substation Transformer Traction Power Demands (MVA) 

2 Transformers in Sandown Substation, 


2 Transformers in Argo Substation 

1 Transformer in Argo Substation 

Transformer 

15-Minute Average 


2-Hour 1-Hour 

1-Minute 2-Hour 1-Hour 

1-Minute 

Power Power 

Power Power 

Average Average 

Average Average Average 

Average 

Demand Factor 

Demand Factor 

T1 0.9 0.9 0.9 0.98 4.3 0.9 0.9 0.9 0.98 4.4 

T2 4.8 4.8 4.8 0.99 11.3 4.8 4.8 4.8 0.99 11.3 

T1 3.0 3.0 3.0 0.99 4.9 8.8 8.8 8.8 0.99 13.9 

T2 6.0 6.0 6.0 0.99 11.5 -- -- -- -- -- 

Table 13 - 

Substation Transformer Power Demands – Argo Substation Outage 

Substation Transformer 






2-Hour 1-Hour 15-Minute Average 1-Minute 2-Hour 1-Hour 15-Minute Average 1-Minute 

Average Average Power 

Demand 

Power 

Factor 

Average Average Average Power 

Demand 

Power 

Factor 

Average 

Sandown 

T1 9.5 9.6 9.6 0.99 15.8 9.5 9.6 9.6 0.99 15.8 

T2 4.8 4.8 4.8 0.99 11.2 4.8 4.8 4.8 0.99 11.2 

Argo 

T1 -- -- -- -- -- -- -- -- -- -- 

T2 -- -- -- -- -- -- -- -- -- -- 

02/27/2009 FRSC Page 25 of 250


Table 14 - 

Substation Transformer Power Demands – Sandown Substation Outage 

Substation 

Sandown 

Argo 






Transformer 



2-Hour 1-Hour 

1-Minute 2-Hour 1-Hour 

1-Minute 

Power Power 

Power Power 

Average Average 

Average Average Average 

Average 

Demand Factor 

Demand Factor 

T1 -- -- -- -- -- -- -- -- -- -- 

T2 -- -- -- -- -- -- -- -- -- -- 

T1 3.0 3.0 3.0 0.99 4.9 13.9 13.9 13.9 0.98 20.8 

T2 11.2 11.2 11.3 0.98 19.3 -- -- -- -- -- 

02/27/2009 FRSC Page 26 of 250


Power demand graphs for each corridor are presented in Appendices C, D, E, F, and G. 

8.6 AUTOTRANSFORMER POWER DEMANDS 

The power demands averaged over 2-hour time interval for autotransformers located in the 

switching station and the paralleling stations are shown in the Table 15. 

Table 15 - Autotransformer Power Demands – All Systems in Service, Two Transformers 

in Sandown Substation, Two Transformers in Argo Substation 

SW/AT Station Autotransformer Power Demand (MVA), 2-Hour Average 

SW-1, AT-1 0.3 

SW-2, AT-2 0.2 

PS-1 0.8 

PS-2 1.1 

PS-3 0.7 

PS-4 0.7 

PS-5 1.1 

PS-6 0.9 

Results for two transformers in Sandown substation, and one transformer in Argo substation are 

not presented, as the results are not substantially different from the results shown. 

Additional load-flow simulation results are presented in Appendices C, D, E, F and G. 

02/27/2009 FRSC Page 27 of 250


9.0 CONCEPTUAL DESIGN OF THE DENVER RTD TRACTION 

ELECTRIFICATION SYSTEM 

9.1 GENERAL 

Based on the traction power system study results, a conceptual design of the traction power 

supply and distribution system has been developed. 

For electrification of the three commuter rail lines, an autotransformer-fed system (ATF) has 

been studied. The system will operate at 2x25 kV electrification voltages, single-phase, at the 

commercial frequency of 60 Hz. 

For the East Corridor and the Gold Line, preliminary locations of the two traction power 

substations were selected in consultation with RTD, while the preliminary locations of the 

paralleling stations and the switching station were developed by FRSC. The study results 

enabled to confirm that the locations of substations and autotransformer paralleling stations are 

suitable and to propose transformer and autotransformer ratings. 

9.2 TRACTION POWER SUPPLY SYSTEM 

9.2.1 Traction Power Substations 

The load-flow simulations confirmed that an autotransformer-fed system, with traction power 

supply system consisting of two substations, is adequate. Considering the Denver Union 

Station being at milepost (MP) 0.0, the substations are proposed to be located at Sandown and 

Argo: 

• Traction Power Substation TPS-1, Sandown, located at approximate MP 6.0 on the East 

Corridor 

• Traction Power Substation TPS-2, Argo, located at approximate MP 2.0 on the Gold Line 

The study confirmed that no substation is required for the North Metro Corridor. The North 

Metro Corridor will be supplied by the Argo substation. 

If it is possible to install two traction power transformers at both Sandown and Argo substations, 

it is recommended is that each substation be equipped with two continuously-rated 12.5 MVA 

single-phase traction power transformers. In the event that only one traction power transformer 

can be installed in Argo substation, it is recommended that all transformers be rated at 15 MVA. 

These ratings will allow for substation outage conditions, future increase in traffic density, and 

for unusual operating conditions, such as train bunching. The recommended overload ratings 

are shown in Table 4. The transformer primary windings will be connected phase-to-phase to 

the 115 kV transmission lines owned and operated by Xcel Energy. Connections to the utility 

high voltage lines are required to ensure an adequate and highly reliable power supply with low 

susceptibility to phase unbalance, harmonic distortion, and voltage flicker that may result from 

the addition of traction load. In order to limit the system unbalance, the transformer primary 

windings should be connected to alternate phases of the 115 kV transmission system. 

The transformer secondary winding will be rated at 50 kV nominal voltage and will feed the 

feeder/catenary distribution system. The secondary windings will be center-tapped, with the tap 

solidly grounded and connected to the traction power return system. Consequently, this 

02/27/2009 FRSC Page 28 of 250


arrangement will result in the feeder-to-rail and a catenary to rail systems that operate at a 25 

kV nominal voltage with the feeder-to-catenary system that operates at 50 kV nominal voltage. 

9.2.2 Electrical Power Utility Interface 

The local power utility company Xcel Energy, is able to provide two 115 kV feeders to the two 

traction power transformers at Sandown substation. At Argo substation, only one 115 kV feeder 

is available. The traction power transformer primary winding phase connections should be 

rotated among the available phases. Considering the loadings of the substation transformers, 

when two transformers are located in Sandown and Argo substations, the following connections 

are proposed to aid in balancing the load within the Xcel system: 

• Sandown Substation, Transformer 1 – Phases A, B 

• Sandown Substation, Transformer 2 – Phases B, C 

• Argo Substation, Transformer 1 – Phases A, B 

• Argo Substation, Transformer 2 – Phases C, A 

The lowest loaded transformers, Sandown Transformer 1 and Argo Transformer 1, are 

connected to the same phases (A & B), while the highest loaded transformers, Transformer 2 

and Argo Transformer 2, are connected to different phases (B & C and C & A). 

In the event that only one transformer is installed in Argo, the three transformers in Argo and 

Sandown substations should be connected to the Xcel system as shown below: 

• Sandown Substation, Transformer 1 – Phases A, B 

• Sandown Substation, Transformer 2 – Phases B, C 

• Argo Substation, Transformer 1 – Phases C, A 

9.2.3 Power Supply System Design and Protection 

The traction power transformers are liquid-immersed, constructed and tested in accordance with 

IEEE 57 series of standards. 

Each transformer typically includes its own complement of accessories and protective devices, 

including phase and ground fault time overcurrent relays, as well as sudden pressure and 

differential relays operating with no intentional delay. It is recommended that the system 

protection is fully coordinated with the power utility. 

02/27/2009 FRSC Page 29 of 250


9.3 TRACTION POWER DISTRIBUTION SYSTEM 

9.3.1 Overhead System Conductors 

The traction power substations will distribute power along the system route by the 

feeder/catenary system. The traction power distribution system considered in the study 

consisted of the following conductors: 

• Feeder Conductor, 556.5 kcmil, Aluminum Cable Steel Reinforced (ACSR) Wire 

• Messenger Conductor, 4/0 A.W.G., Stranded Hard-Drawn (H. D.) Copper Wire 

• Contact Conductor, 4/0 A.W.G., Grooved H. D. Copper Wire 

The study demonstrated that this, or similar, configuration of the distribution system would be 

suitable for electrification of the three RTD corridors as it would be capable to carry the 

envisioned load currents for both normal and contingency operations, including a section of 

track out of service. The conductor configuration of the overhead feeder and catenary systems 

should be confirmed by the catenary system design team. 

9.3.2 Paralleling and Switching Stations 

The proposed distribution system will be equipped with six paralleling stations and one 

switching station. Each paralleling station will include one autotransformer while the switching 

station will include two autotransformers. All autotransformers will utilize a 50 kV primary 

winding and 25 kV secondary winding. It is proposed that each autotransformer be rated at a 

continuous rating of 2.5 MVA. The overload ratings are shown in Table 4. 

The autotransformers transform the 50 kV feeder/catenary voltage to the 25 kV catenary/rail 

voltage. The autotransformers will be connected to the traction power distribution system via a 

medium voltage indoor switchgear line-up or outdoor circuit breakers enabling equipment 

protection, emergency operation, and maintenance. 

Additional simulations with autotransformers out of service in paralleling station PS-5 and PS-6 

were performed to investigate the strength of the power distribution system. In both studies the 

voltages were well above the study limits. Therefore, only one autotransformer is sufficient for 

each of the paralleling station. Further, the locations of the paralleling stations can be changed 

to suit operational requirements or real estate availability. 

9.3.3 Distribution System Design and Protection 

The distribution system switchgear and circuit breakers are constructed and tested in 

accordance with IEEE 37 series of standards. Typically, vacuum or SF 6 types of circuit 

breakers are used. 

The traction power distribution system is recommended to be protected by three-zone distance 

protective relays. Modern relays have completely independent and adjustable resistive and 

reactive reach settings and are capable of operating with forward and backward reach. The 

zone 1 typically operates in one cycle while zones 2 and 3 have adjustable time delays and train 

start detection using di/dt, dv/dt, and dφ/dt functions. Other features include polygonal 

characteristic, two-stage backup overcurrent protection, thermal overload protection, and a fault 

locator unit capable of indicating fault distance from the relay. 

02/27/2009 FRSC Page 30 of 250


9.4 TRACTION POWER RETURN 

The traction power return system consists of the running rails, impedance bonds, cross-bonds, 

overhead static wire, and the ground itself. The traction power return system considered in the 

study utilized the following configuration: 

• Static Conductor, 336.4 kcmil ACSR Wire 

• Running Rails, 132 RE 

The static wire will be installed on the distribution system supporting structures effectively 

connecting the structures. For the return system to operate at its optimal level and to limit railto-ground 

potentials, it is required to cross-bond the running rails at impedance bonds, and to 

periodically connect the impedance bonds to the static wire/supporting structure system, as well 

as to the substation, paralleling station, and switching station ground grids. 

This design allows for portions of the return current to flow in the rails, static wire, and the 

ground. The purpose of this arrangement is to provide as low an impedance return system as 

possible in order to limit voltage rise on the running rails (rail-to-ground potentials) and to improve 

catenary fault detection by creating sufficiently high short-circuit currents. 

9.5 OVERALL SYSTEM ARRANGEMENT AND EQUIPMENT RATINGS 

The proposed wayside facilities for the autotransformer-fed system for the RTD commuter rail 

corridor electrification are shown in Table 16. The Table shows the proposed number and rating 

of the traction power transformers and autotransformers, as well as the total power capability 

for each substation, paralleling station, and switching station. 

Table 16 - Traction Power System Facilities, Autotransformer-Fed System, 2 Transformers 

in Sandown Substation, 2 Transformers in Argo Substation 

Gold 

Line 

East 

Corridor 

North 

Metro 

Corridor 

Alignment 

Substations 

Paralleling 

Stations 

Switching 

Station 

Number of 

Traction Power 

XFRMs 

Number 

of 

ATs 

XFMR 

Rating 

(MVA) 

Total Station 

Capability 

(MVA) 

PS-3 1 2.5 2.5 

TPS-2 2 12.5 25 

SW-1 2 2.5 5 

TPS-1 2 12.5 25 

PS-1 1 2.5 2.5 

PS-2 1 2.5 2.5 

PS-4 1 2.5 2.5 

PS-5 1 2.5 2.5 

PS-6 1 2.5 2.5 

02/27/2009 FRSC Page 31 of 250


Table 17 - Traction Power System Facilities, Autotransformer-Fed System, 2 Transformers 

in Sandown Substation, 1 Transformer in Argo Substation 

Gold 

Line 

East 

Corridor 

North 

Metro 

Corridor 

Alignment 

Substations 

Paralleling 

Stations 

Switching 

Station 

Number of 

Traction Power 

XFRMs 

Number 

of 

ATs 

XFMR 

Rating 

(MVA) 

Total Station 

Capability 

(MVA) 

PS-3 1 2.5 2.5 

TPS-2 1 15 15 

SW-1 2 2.5 5 

TPS-1 2 15 30 

PS-1 1 2.5 2.5 

PS-2 1 2.5 2.5 

PS-4 1 2.5 2.5 

PS-5 1 2.5 2.5 

PS-6 1 2.5 2.5 

Simplified one-line diagrams of the proposed traction electrification systems for each option are 

shown in Figures 2 and 3. 

02/27/2009 FRSC Page 32 of 250


NORTH METRO CORRIDOR 

4-CAR TRAINS AT 15 MINUTE HEADWAY 

END OF LINE, MP 18.0 

PS-6, MP 18.0 

162ND AVENUE 

SYMBOLS: 

TRACTION POWER TRANSFORMER 

HIGH VOLTAGE CIRCUIT BREAKER 

AUTOTRANSFORMER 

SECTION INSULATOR OR OVERLAP 

PHASE BREAK 

TPS 

PS 

SW 

MEDIUM VOLTAGE CIRCUIT BREAKER 

TRACTION POWER SUBSTATION 

PARALLELING STATION 

SWITCHING STATION 

NOTES: 

1. 

2. 

ALL HV, BUS INCOMING, FEEDER, AND CATENARY CIRCUIT BREAKERS ARE NORMALLY CLOSED. 

ALL BUS TIE CIRCUIT BREAKERS ARE NORMALY OPEN. 

PS-5, MP 11.0 

3. IN ORDER TO MAINTAIN CLARITY OF THE DRAWING, ONLY MAINLINE TRACKS ARE SHOWN. 

YARD TRACKS, PASSENGER STATION TRACKS AND SIDINGS ARE NOT SHOWN. 

SECTION INSULATORS AND DISCONNECT SWITCHES ARE NOT SHOWN. 

3. 

SPACE AVAILABILITY AT ALL MILE POST LOCATIONS MUST BE VERIFIED IN THE FIELD. 

PS-4, MP 4.0 

GOLD LINE 

2-CAR TRAINS AT 7.5 MINUTE HEADWAY 

ARGO 

SUBSTATION 

TPS-2, MP 2.0 

SANDOWN 

SUBSTATION 

TPS-1, MP 6.0 

EAST CORRIDOR 


PS-3, MP 11.2 

SW-1, MP 0.8 

PS-1, MP 13.1 PS-2, MP 17.5 

T1 

T2 

T1 

T2 

YARD AND SHOP 

400 kW LOAD 

FEEDER 

SYSTEM 

CATENARY 

SYSTEM 


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


WARD ROAD 

DENVER 

UNION 

STATION 

MP 0.0 

DENVER 

INTERNATIONAL 

AIRPORT 

Figure 2 - 

Overall Electrical System Arrangement – Two Transformers in Sandown Substation and Two Transformers in 

Argo Substation 

02/27/2009 FRSC Page 33 of 250





PS-6, MP 18.0 

162ND AVENUE 

SYMBOLS: 





PHASE BREAK 

TPS 

PS 

SW 





NOTES: 

1. 

2. 



PS-5, MP 11.0 




3. 


PS-4, MP 4.0 

GOLD LINE 


ARGO 

SUBSTATION 

TPS-2, MP 2.0 

SANDOWN 

SUBSTATION 

TPS-1, MP 6.0 

EAST CORRIDOR 


PS-3, MP 11.2 

SW-1, MP 0.8 

PS-1, MP 13.1 PS-2, MP 17.5 

T1 

T1 

T2 

YARD AND SHOP 

400 kW LOAD 

FEEDER 

SYSTEM 

CATENARY 

SYSTEM 




WARD ROAD 

DENVER 

UNION 

STATION 

MP 0.0 

DENVER 

INTERNATIONAL 

AIRPORT 

Figure 3 - 

Overall Electrical System Arrangement – Two Transformers in Sandown Substation and One Transformer in 

Argo Substation 

Note: In the event that only one transformer is installed in Argo substation, section insulators or overlaps can be used in this location 

instead of phase breaks. 

02/27/2009 FRSC Page 34 of 250


9.6 NORMAL AND EMERGENCY OPERATION 

9.6.1 Normal Operation 

During normal operation of the power system, i.e., when all equipment, including substations, is 

in service, each traction power transformer feeds its own section of track. A section of track in 

this context is defined as follows: 

• A section extending from the traction power substation transformer to the end of the 

system 

• A section extending from the traction power substation transformer to the switching 

station 

Using the above definitions, the RTD system has four sections: 

• Section 1 – The Gold Line end of the system to Argo substation TPS-2 - transformer T1 

• Section 2 – Argo substation TPS-2 - transformer T2 (or T1 if only one transformer is 

installed) to switching station SW-1, DUS, and the end of North Metro Corridor 

• Section 3 – Switching station SW-1 to Sandown substation TPS-1 - transformer T1 

• Section 4 – Sandown substation TPS-1 - transformer T2 to the DIA 

9.6.2 Transformer Outage 

When two transformers are installed in Sandown and Argo, following a transformer outage at 

either substation, continuity of power supply to the section is achieved by closing of the feeder 

and catenary bus-tie circuit breakers at that substation. The substation transformer remaining 

in-service then feeds both sections of the system. 

In the event that only one transformer is installed in Argo, the transformer outage renders the 

whole substation out of service, and operation continues as described below. 

9.6.3 Substation Outage 

In the event of an entire substation failure, continuity of power supply would be provided by the 

remaining in-service substation. For example, should Argo substation fail, Sandown substation 

transformer T1 must be capable of supplying its own section of the system up to SW-1, as well 

as Sections 1 and 2 fed by Argo substation, as described above. Similarly, should Sandown 

substation fail, the Argo substation traction power transformer T2 (or T1 if only one transformer 

is provided in Argo) must be capable of supplying its own section of the system up to SW-1 and 

to the end of North Metro Line, as well as the Sections 3 and 4 fed by Sandown substation, as 

described above. 

This is facilitated by the switching station and the out-of-service substation. The normally open 

switching station feeder and catenary bus-tie circuit breakers and the normally open bus-tie 

circuit breakers in the out-of-service substation would be closed to extend feeding of the 

in-service substation transformer to the required sections of the system. 

In order to prevent accidental closing of the bus-tie circuit breakers and connecting two out-ofphase 

buses, the bus- tie circuit breaker operation is interlocked. The interlocking circuit allows 

02/27/2009 FRSC Page 35 of 250


the bus-tie circuit breakers to close only when one of the buses is deenergized (the busbar 

voltage is monitored by potential transformers) and the associated circuit breaker feeding the 

deenergized busbar is open. The interlocking prevents the bus-tie circuit breakers to close 

when both buses are energized. 

10.0 CONCLUSIONS AND RECOMMENDATIONS 

The load-flow simulation results show that the studied traction electrification system design of 

the three Commuter Rail Corridors, East Corridor, Gold Line, and North Metro Corridor is in 

compliance with the RTD Design Criteria and accepted industry practices, specifically: 

• Train voltages are well above the minimum design values for normal and contingency 

operations. 

• Change in substation, paralleling station, and switching station locations may be made 

for operational requirements and due to real estate availability. Changes in facility 

locations will not materially impact the minimum system voltages. 

• Substation and autotransformer ratings were selected to enable the system to operate 

during normal and contingency situations. 

• Catenary and feeder currents are well below the overhead feeder and catenary system 

conductor thermal capabilities. 

Since the autotransformer-fed system performed with a significant operational margin, 

consideration should be given to the utilization of 1x25 kV direct-fed system. Preliminary results 

indicate that the 1x25 kV system might be effective but more comprehensive simulations would 

be required to ensure its viability. It is believed that this alternative system would be much 

simpler, substantially less expensive to build and maintain, and provide more efficient utilization 

of equipment. 

Regardless of whether an autotransformer-fed system or direct-fed system is selected for 

implementation, it is recommended that a utility impact study be performed. A key element of 

the study should be investigation into the effects of the highly fluctuating traction power load on 

the transmission system including a voltage flicker study. The unbalanced nature of the load 

due to phase-to-phase substation transformer connections should be evaluated and the levels 

of negative sequence currents in nearby generators determined. Further, the study should 

evaluate the effects of harmonics on total and individual harmonic distortion of voltages and 

currents and assess the likelihood of utility system resonance. 

02/27/2009 FRSC Page 36 of 250


APPENDIX A – TERMS AND ABBREVIATIONS 

02/27/2009 FRSC Page 37 of 250



02/27/2009 FRSC Page 38 of 250


GLOSSARY OF TERMS 

Ampacity 

• Maximum steady-state current-carrying capability of a conductor or a set of conductors, 

expressed in amperes. 

Autotransformer-Fed System 

• Electrification system consisting of substations feeding along-track feeder and catenary 

systems. The feeder-to-catenary voltage is stepped-down to catenary-to-rail voltage at 

autotransformer paralleling stations and switching stations located along the system by 

the means of autotransformers. Since the feeder-to-catenary voltage is typically two to 

three times the catenary-to-rail voltage, longer substation spacing can be achieved than 

for a direct-fed system not using autotransformers. 

Autotransformer Station 

• Station with one or more autotransformers used for transforming the feeder-to-catenary 

voltage to catenary-to-rail voltage. Autotransformer stations contain circuit breakers or 

switchgear line ups and effectively parallel the feeder and catenary circuits. Feeder and 

catenary paralleling achieves better current sharing between the conductors, lowers the 

effective impedance between substations and trains, and results in lower voltage drop. 

Catenary System 

• Overhead power distribution system providing traction power to electric locomotives and 

EMU cars. 

Catenary System Supporting Structures 

• Poles, towers, bridges, or other stationary structures used for supporting a catenary 

system including foundations, anchors, guys, braces, and similar reinforcing 

attachments. 

Center-Fed System 

• Electrification system in which substations feed sections of catenary at their center to 

minimize catenary voltage drop. In the event that the center-fed system operates at 

commercial frequency, the system substations would have one or two single-phase 

traction power transformers connected phase-to-phase to the three-phase power utility 

network. 

Coincident Power Demand 

• Coincident power demand is a sum of power demands at system substations metered in 

the same time interval. 

Component 

• Item of hardware as commonly supplied by manufacturers. 

02/27/2009 FRSC Page 39 of 250


Compound Catenary System 

• A system of messenger wire and auxiliary messenger wire supporting a contact wire by 

the means of hangers. The system is suitable for medium speed to high-speed 

applications particularly when trains with high power demands operate on the system. 

Conceptual Design 

• A generalized plan describing design requirements and used as a guide to preliminary 

design. 

Conjunctive Billing 

• Conjunctive billing takes place when a customer is billed for coincident power demand, 

i.e., for power demand of system substations metered in the same time interval. 

Contact Wire 

• Conductor in contact with pantograph used by locomotives and EMU cars to collect train 

power requirements. The conductor is suspended from messenger or auxiliary 

messenger by the means of hangers and contact wire clamps. 

Cross-bonds 

• Connections between impedance bonds to reduce effective resistance of the traction 

power return system and to return the currents back to the substation. 

Direct-Fed System 

• Electrification system consisting of substations feeding a catenary system. 

Disconnect Switch 

• A device used for disconnecting of de-energized items of equipment and sectioning of 

catenary system. Disconnect switches do not have a fault breaking capability, but may 

have some load breaking capability. 

Distribution 

• Delivery of power from transmission system to end-use customers at voltages greater 

than 110 V and less than 69 kV. 

Electric Multiple-Unit 

• A railroad car equipped with its own electrical propulsion system, braking system, and 

auxiliary devices. 

Electric Traction 

• A means for propulsion of railroad vehicles whereby power is provided by electrical 

energy transmitted from a remote source through a traction power distribution system. 

02/27/2009 FRSC Page 40 of 250


Electrification System 

• Facilities and structures required to provide electrical power to the trains. 

Electrical Network Simulator (ENS) 

• Computer program to perform power demand analysis and load-flow study to deter-mine 

the combined performance of the traction power supply, distribution, and return systems 

with operating trains. The study results include train pantograph voltages, distribution 

system currents, substation power demand requirements and substation energy 

consumptions. 

Final Design 

• A design stage during which final specifications, contract drawings, schedules, and cost 

estimates are prepared for a specific construction project. 

Fluctuation of Power Demand 

• Because of frequent train acceleration and deceleration, and due to sudden changes in 

track geometry, train power demand has a highly fluctuating pattern. 

Fundamental Frequency Component 

• The fundamental frequency is the first harmonic. 

Grounded Equipment 

• Equipment connected to the conducting mass of the earth via ground rods, grounding 

grid, or both, to ensure an immediate discharge of electrical potential without danger. 

Harmonics 

• Voltages and currents at frequencies other than the fundamental system frequency. 

Harmonics are caused by non-linear circuit components such as diodes and thyristors. 

Harmonic Distortion 

• Voltage and current waveform distortion due to the harmonic currents generated by nonlinear 

equipment, such as thyristor-controlled equipment on board the rolling stock or in 

substations. 

Impedance Bond 

• An iron-core coil of low resistance and relatively high reactance used to confine signaling 

current to its own track circuit and to provide a continuous path for the traction return 

current around insulated joints to substation. 

Insulated Gate Bi-polar Transistor (IGBT) 

• A semiconductor device acting as an electronic switch capable of switching current on 

and off with greater efficiency and lower harmonics than thyristor. 

02/27/2009 FRSC Page 41 of 250


Load Factor 

• The load factor is defined as the ratio of average to peak power demand or current 

occurring in the same time interval. Because the traction load is highly fluctuating, the 

load factor of individual substations may be low where the train density is low. 

Messenger Wire 

• Upper wire in a catenary system from which the contact wire is suspended by means of 

hangers. 

Milepost 

• An identifier for a given location along a railroad line. Mileposts may or may not be 

located exactly one mile apart and may not be sequentially numbered. 

Multiple-Unit 

• A railroad car equipped with own propulsion system, braking system, and auxiliary 

devices. 

Non-Coincident Power Demand 

• Non-coincident power demand is a sum of the maximum power demands at system 

substations metered regardless of time of occurrence. 

Non-Conjunctive Billing 

• Non-conjunctive billing takes place when the maximum demand at each system substation 

is chosen for demand billing regardless of time of occurrence. 

Pantograph 

• Locomotive or EMU collector of traction power from overhead catenary system. 

Pantograph Head 

• Uppermost part of the pantograph fitted with the current collector which slides on the 

bottom of contact wire. 

Paralleling Station 

• Stations containing circuit breakers or switchgear line ups used for paralleling of traction 

power distribution system circuits. Catenary paralleling achieves better current sharing 

between the conductors, lowers the effective impedance between substations and trains, 

and results in lower voltage drop. In an autotransformer system the paralleling stations 

also parallel the feeders and contain autotransformer to transform the feeder/catenary 

voltage to catenary/rail voltage. 

02/27/2009 FRSC Page 42 of 250


Phase Break System 

• System consisting of on-board and wayside equipment enabling locomotives or EMU 

cars automatic, or “on the fly”, negotiation of phase breaks by ramping propulsion power 

down on approach and ramping propulsion power up upon crossing the phase break. 

Phase-to-Phase Connection 

• Traction power transformers of AC electrified rail systems operating at commercial 

frequency are connected between two conductors of the three-conductor power utility 

system. Such phase-to-phase connection results in unequal phase loading and causes 

a certain level of unbalance in the utility system. 

Point of Common Coupling 

• A point of consumer and power utility interface. 

Power Demand Analysis and Load-Flow Study 

• A computer-aided study using specially written computer program to calculate the 

combined performance of the traction power supply and traction power distribution 

systems with operating trains. The study results include catenary system voltages, 

catenary system currents, substation power demand requirements and substation 

energy consumption. 

Power Factor 

• Ratio of useful (real) power to total (apparent) power. Power factor is dependent on the 

rolling stock propulsion system design. With conventional propulsion systems using 

thyristor-controlled rectifiers and DC traction motors, the power factor is low at low trains 

speeds and improves as the speed increases. Using modern IGBT-based propulsion 

systems with AC motors, a power factor close to unity can be maintained throughout the 

speed range. 

Preliminary Design 

• A design stage at which specifications and drawings clearly show all major design 

elements and define requirements for final design. Design calculations are substantially 

complete, cost estimates are detailed to an extent compatible with the level of design, 

and a preliminary construction sequence schedules are prepared. 

Simple Catenary System 

• A system of messenger wire supporting a contact wire by the means of hangers. The 

system is suitable for medium speed to high-speed applications. 

Single Contact Wire System 

• A system of single contact wire without messenger or auxiliary messenger wire. The 

system is suitable for tramway system, yard, and shop applications. 

02/27/2009 FRSC Page 43 of 250


Static VAr Device 

• Electrical device connected to transmission or distribution system to provide reactive 

power (VAr) support to improve voltage profile. The device typically consists of bank of 

switched capacitors for coarse control and thyristor-controlled iron-core reactor for 

smooth control. 

Station Dwell Time 

• The amount of time during which a train is stopped to open and close doors and receive 

and/or discharge passengers. 

String Chart 

• A time versus distance plot for each train operating in both directions during a selected 

time interval. 

Substation 

• Traction power supply facility. Typical traction power substation includes power utility 

interface equipment, disconnect switches, circuit breakers, traction power transformers, 

switchgear, control equipment, and auxiliary system. Special equipment, such as 

harmonic filtering and power factor control equipment may be in-stalled in substations, 

as required. 

Switching Station 

• Stations containing circuit breakers or switchgear line up used for switching section of 

distribution system during substation outage conditions and for paralleling distribution 

system circuits. 

Tie-Station 

• Stations containing circuit breakers or switchgear line up used for paralleling of 

distribution system circuits. 

Telephone Influence Factor (TIF) 

• Ratio of the square root of the squares of weighted RMS values of the fundamental and 

all the harmonics to the unweighted RMS value of the entire voltage or current wave. 

Thyristor 

• A semiconductor device acting as an electronic switch capable of switching current on 

and off. 

Track Circuit 

• An electrical circuit formed by the running rails of the track. The purpose of the track 

circuit is to detect the presence of rolling stock on a given section of track when the track 

circuit is short-circuited by wheels and axles. 

02/27/2009 FRSC Page 44 of 250


Traction Electrification System 

• Traction power supply, traction power distribution, and traction power return systems. 

Traction Power Distribution System 

• Overhead catenary system, overhead trolley system or contact rail system. Each may 

be accompanied by along track overhead or underground feeders. 

Traction Power Return System 

• Rails, impedance bonds, cross-bonds, earth, and in the case of AC electrification, also 

static wire. 

Traction Power Supply System 

• Traction power substations located at predetermined spacing along the route 

Train Performance Simulator (TPS) 

• A computer program representing operation of trains based upon tractive effort of the 

propulsion system, resistance of the train to motion, and railroad alignment 

characteristics. TPS can calculate time, distance, speed, acceleration, power demand, 

energy consumption and losses of train for all station to station runs and for the whole 

route. 

Transmission 

• Delivery of power at a voltage of 69 kV or higher from generating plants across interconnected 

high voltage facilities to points where the power enters distribution system. 

Unbalance 

• Voltage and current unbalance occurs when a three-phase system supplies a phase-tophase 

load. The utility system voltage and current unbalance can be limited by 

alternating substation transformer primary connections to different phases of the utility 

power system, e.g., A-B, B-C, C-A, A-B, and so on. 

Voltage Flicker 

• Mathematically, the voltage flicker is defined as a change in voltage divided by the 

voltage, and is usually expressed in percent. 

02/27/2009 FRSC Page 45 of 250


LIST OF ABBREVIATIONS 

A 

AAR 

AC 

ACSR 

AREMA 

AT 

ATF 

AWG 

C 

cmil 

DC 

DF 

EMF 

EMI 

EMU 

ENS 

ESI 

GTO 

HV 

Hz 

IEEE 

IGBT 

IHD 

kA 

kcmil 

kV 

kVA 

kVAr 

kW 

kWh 

L 

LV 

Ampere 

American Association of Railroads 

Alternating Current 

Aluminum Cable Steel Reinforced 

American Railway Engineering and Maintenance-of-Way Association 

Autotransformer 

Autotransformer-fed System 

American Wire Gauge 

Capacitance 

Circular mil 

Direct Current 

Direct-fed System 

Electromagnetic Fields 

Electromagnetic Interference or Electromagnetic Induction 

Electric Multiple Unit 

Electric Network Simulator 

Electrostatic Interference or Electrostatic Induction 

Gate-turn-off 

High Voltage 

Hertz 

The Institute of Electrical and Electronics Engineers, Inc. 

Insulated Gate Bi-polar Transistor 

Individual Harmonic Distortion 

Kiloampere 

Kilo circular mil 

Kilovolt 

Kilovolt-Ampere 

Kilovolt-Ampere Reactive 

Kilowatt 

Kilowatt-Hour 

Inductance 

Low Voltage 

μ micro, 10 -6 

m mili, 10 -3 

MP 

Milepost 

MU 

Multiple-Unit 

MV 

Medium Voltage 

MVA 

Megavolt-Ampere 

MVAr 

Megavolt Ampere Reactive 

MW 

Megawatt 

02/27/2009 FRSC Page 46 of 250


MWh 

Megawatt-Hour 

N. C. Normally Closed 

N. O. Normally Open 

p. u. Per Unit 

PCC 

Point of Common Coupling 

R 

RLC 

RMS 

ROW 

RR 

THD 

TPS 

V 

Vac 

Vdc 

X 

Xfrm 

Z 

Resistance 

Resistive-Inductive-Capacitive 

Root-Mean-Square 

Right-of-Way 

Railroad 

Total Harmonic Distortion 

Train Performance Simulator 

Volt 

Volts, Alternating Current 

Volts, Direct Current 

Reactance 

Transformer 

Impedance 

02/27/2009 FRSC Page 47 of 250



02/27/2009 FRSC Page 48 of 250


APPENDIX B – ALIGNMENT DATA, ROLLING STOCK DATA AND 

TRAIN OPERATION RESULTS 

02/27/2009 FRSC Page 49 of 250



02/27/2009 FRSC Page 50 of 250


The Appendix B presents the following data: 

• Source Data and Assumptions 

• Car Data 

• Tractive effort, line current, and train resistance curves 

• Speed and elevation versus route location for the following: 

o East Corridor Eastbound 

o East Corridor Westbound 

o Gold Line Eastbound 

o Gold Line Westbound 

o North Metro Corridor Northbound 

o North Metro Corridor Southbound 

• String Charts 

o East Corridor 

o Gold Line 

o North Metro 

Each speed and elevation versus route location graphic shows the following data: 

• Civil speed restrictions 

• Train speed 

• Train station-to-station trip time and trip time for the whole route 

• Route elevation versus position 

• Passenger station locations 

02/27/2009 FRSC Page 51 of 250


Electrical Data 

The electrical data for the load flow simulation was obtained from several sources. The 

following is a summary of the sources of the electrical data. 

The feeder and catenary cables mutual impedances were obtained from the 2004 

ASME/IEEE Joint Rail Conference paper titled “Determination of traction power 

distribution system impedances and susceptances for AC railroad electrification 

systems”. This paper is included as an appendix. 

The conductors utilized for the distribution system were as follows: 

• Feeder Wire, 556kcmil ACSR 

• Messenger Wire, 4/0 AWG, Hard Drawn (H.D) Stranded Copper 

• Contact Wire, 4/0 AWG, H.D Grooved Cooper 

• Static Wire, 336.4kcmil ACSR 

• Running Rail, 132RE 

For preliminary locations of the two (2) traction power substations were selected in 

consultation with RTD, while the preliminary locations of the paralleling stations (autotransformers) 

and switching station were developed by FRSC. There are three 

paralleling stations on the North Metro corridor, one on the Gold Line and two on the 

East Corridor. The traction power substations are located on the Gold Line (Argo 

Substation) and on the East Corridor (Sandown Substation). There is a single switching 

station located on the East Corridor and a ‘T-splice’ for the Auto-transformer feeder 

cables located North (outside the throat) of the DUS. 

The utility supply points were assumed to be transmission lines operating at 115kV 

transmission voltage. Preliminary Xcel information indicated 115kV system fault level of 

approximately 34,000A, which is equivalent to 6,910MVA, three-phase. Adjusting for 

phase-to-phase connection yields a short circuit value of 6,910*2/(sqrt(3)) = 5,985 MVA 

or 59.85 p.u. phase to phase, resulting in utility system equivalent impedance of 

(1/59.85)= 0.0167 p.u. 

The traction power transformer reactance was assumed 7% on own rating of 10 MVA 

and auto-transformer reactance was assumed 1.5% on own rating of 2 MVA. 

The table below shows the locations of the substations, paralleling stations, and 

switching stations and its respective transformer rating and assumed reactance value 

that was used to develop the RTD’s AC commuter rail database for the load flow 

simulation. 

02/27/2009 FRSC Page 52 of 250


Two Transformers in Sandown Substation, Two Transformers in Argo Substation 

Number 

Routes Substations 

of Traction 

Rating Impedance 

XFRMR XFRMR 

Paralleling Switching 

Number 

Stations Stations 

of ATs 

Power 

(MVA) value 

XFRMs 

PS-3 

(MP 11.2) 

1 2 j0.015 

Gold Line 

East Corridor 

North 

Metro 

Corridor 

Routes 

Gold Line 

East Corridor 

North 

Metro 

Corridor 

TPS-2 

(MP 2.0) 

TPS-1 

(MP 6.0) 

PS-1 

(MP 13.1) 

PS-2 

(MP 17.5) 

PS-4 

(MP 4.0) 

PS-5 

(MP 11.0) 

PS-6 

(MP18.0) 

SW-1 

(MP 0.8) 

2 10 j0.07 

2 2 j0.015 

2 10 j0.07 

1 2 j0.015 

1 2 j0.015 

1 2 j0.015 

1 2 j0.015 

1 2 j0.015 

Two Transformer in Sandown Substation, One Transformer in Argo Substation 

Number 

of Traction 

Rating Impedance 

XFRMR XFRMR 

Paralleling Switching 

Number 

Substations 

Stations Stations 

of ATs 

Power 

(MVA) value 

XFRMs 

PS-3 

1 2 j0.015 

(MP 11.2) 

TPS-2 

(MP 2.0) 

TPS-1 

(MP 6.0) 

PS-1 

(MP 13.1) 

PS-2 

(MP 17.5) 

PS-4 

(MP 4.0) 

PS-5 

(MP 11.0) 

PS-6 

(MP18.0) 

SW-1 

(MP 0.8) 

1 10 j0.07 

2 2 j0.015 

2 10 j0.07 

1 2 j0.015 

1 2 j0.015 

1 2 j0.015 

1 2 j0.015 

1 2 j0.015 

02/27/2009 FRSC Page 53 of 250


Commuter Rail AC Traction Electrification System Option with Two Transformers in Sandown 

Substation and Two Transformers in Argo Substation 




PS-6, MP 18.0 

162ND AVENUE 

SYMBOLS: 





PHASE BREAK 

TPS 

PS 

SW 





NOTES: 

1. 

2. 



PS-5, MP 11.0 




3. 


PS-4, MP 4.0 

GOLD LINE 


ARGO 

SUBSTATION 

TPS-2, MP 2.0 

SANDOWN 

SUBSTATION 

TPS-1, MP 6.0 

EAST CORRIDOR 


PS-3, MP 11.2 

SW-1, MP 0.8 

PS-1, MP 13.1 PS-2, MP 17.5 

T1 

T2 

T1 

T2 

YARD AND SHOP 

400 kW LOAD 

FEEDER 

SYSTEM 

CATENARY 

SYSTEM 




WARD ROAD 

DENVER 

UNION 

STATION 

MP 0.0 

DENVER 

INTERNATIONAL 

AIRPORT 

02/27/2009 FRSC Page 54 of 250


Commuter Rail AC Traction Electrification System Option with Two Transformers in Sandown 

Substation and One Transformer in Argo Substation 




PS-6, MP 18.0 

162ND AVENUE 

SYMBOLS: 





TPS TRACTION POWER SUBSTATION 


PS 


PHASE BREAK 

SW 


NOTES: 

1. 

2. 



PS-5, MP 11.0 




3. 


PS-4, MP 4.0 

GOLD LINE 


ARGO 

SUBSTATION 

TPS-2, MP 2.0 

SANDOWN 

SUBSTATION 

TPS-1, MP 6.0 

EAST CORRIDOR 


PS-3, MP 11.2 

SW-1, MP 0.8 

PS-1, MP 13.1 PS-2, MP 17.5 

T1 

T1 

T2 

YARD AND SHOP 

400 kW LOAD 

FEEDER 

SYSTEM 

CATENARY 

SYSTEM 




WARD ROAD 

DENVER 

UNION 

STATION 

MP 0.0 

DENVER 

INTERNATIONAL 

AIRPORT 

02/27/2009 FRSC Page 55 of 250


Civil data 

The summary below describes the sources of data for the passenger station locations, grade, 

speed and train dwell times for each proposed line namely the East Corridor, Gold Line, and 

North Metro. 

East Corridor 

Horizontal alignment was provided by the East Corridor Managers on May 7, 2008. Data was 

supplied as a spreadsheet containing a tabular list describing all curve and spiral geometry, 

output directly from design drawings developed and maintained by RTD. The alignment was 

moved south and east of the existing Union Pacific Rail Road right-of-way and generally 

followed Smith Road. 

Vertical alignment was provided by the East Corridor Managers on February 28, 2007. Data 

was supplied as a spreadsheet containing a tabular list, output directly from design drawings 

developed and maintained by RTD. 

A corridor speed limit profile was developed in two stages. First, local speed restrictions were 

calculated for horizontal and vertical curves, following the RTD Commuter Rail Design Criteria, 

Section 4, Track Geometry and Trackwork, dated April, 2007, for “Commuter Rail Only.” East 

Corridor EMU vehicle unbalance was allowed up to 4 inches, consistent with current industry 

EMU designs. Second, a corridor speed limit profile was developed that was less than or equal 

to the local restrictions, but smoothed speed limit transitions to remove unwarranted 

accelerations and decelerations that would waste traction energy and add to passenger 

discomfort without significantly reducing overall travel times. 

RTD Planning & Development Department memo, "Gold Line and East Corridor Operations 

Plans," dated September 4, 2008, defined an operating plan and schedule for 2030 service 

levels. East Corridor trains were assumed to cycle between DUS and DIA with train size and 

headway varying to meet projected service demand. FRSC assumed that the same service 

schedule would be used in 2015. 

In August 2008, RTD provided hourly peak passenger demand from a Denver region patronage 

forecast model. RTD is planning to adopt the light rail passenger load standards, as defined in 

the RTD Planning & Development Department memo, “Light Rail System Load Standards,” 

dated April 10, 2008, for the FasTracks Commuter Rail operations. The peak demand was 

combined with passenger loading standards to determine that East Corridor requires four-car 

trains for rush-hour service in 2015 and 2030. 

Gold Line 

Vertical and horizontal alignments were provided by the Gold Line Corridor Managers on 

September 7, 2008. Data was supplied as a spreadsheet containing a tabular list describing all 

curve and spiral geometry, output directly from design drawings developed and maintained by 

CH2M-Hill, the corridor civil design lead contractor. 

02/27/2009 FRSC Page 56 of 250




Section 4, Track Geometry and Trackwork, dated April, 2007, for “Commuter Rail Only.” 

Second, a corridor speed limit profile was developed that was less than or equal to the local 

restrictions, but smoothed speed limit transitions to remove unwarranted accelerations and 

decelerations that would waste traction energy and add to passenger discomfort without 

significantly reducing overall travel times. 

RTD Planning & Development Department memo, "Gold Line and East Corridor Operations 

Plans," dated September 4, 2008, defined an operating plan and schedule for 2030 service 

levels. Gold Line was assumed to need one size of trainset, cycling between DUS and Ward 

Rd with headway varying to meet projected service demand. FRSC assumed that the same 

service schedule would be used in 2015. 





combined with passenger loading standards to determine that Gold Line requires two-car trains 

in 2015 and 2030. 

North Metro 

The basic vertical and horizontal alignments were provided by the North Metro Corridor 

Managers on November 19, 2007. Plan and profiles were supplied as engineering drawings, 

developed and maintained by URS Corporation, the corridor civil design lead contractor. These 

drawings were electronically digitized to capture horizontal curves and vertical elevations by 

stationing along the track. This alignment correctly followed the Union Pacific Rail Road 

alignment from 72nd Avenue to 162nd Avenue. 

The North Metro Corridor Managers and URS Corporation updated the alignment data on May 

23, 2008 to change the alignment between DUS and 72nd Avenue. The new data followed the 

Burlington Northern Santa Fe alignment from DUS to the intersection of Brighton Blvd and York 

St at the northeast corner of the Riverside Cemetery, and then followed the URS “B3” alignment 

from here to 72nd Avenue. As before, the alignment was provided as engineering drawings 

which were electronically digitized to capture horizontal curves and vertical elevations. 



Section 4, Track Geometry and Trackwork, dated April, 2007, for “Commuter Rail Only.” 

Second, a corridor speed limit profile was developed that was less than or equal to the local 

restrictions, but smoothed speed limit transitions to remove unwarranted accelerations and 

decelerations that would waste traction energy and add to passenger discomfort without 

significantly reducing overall travel times. The maximum corridor speed limit was limited to 70 

mph in deference to corridor stack holder concerns over wayside noise and general corridor 

safety. 

RTD Planning & Development Department memo, "North Metro Corridor 2008 APE Service 

Plans – 2015 & 2030," dated May 20, 2008, defined an operating plan and schedule. North 

Metro trains were assumed to cycle between DUS and 162nd Ave with train size and headway 

varying to meet projected service demand. 

02/27/2009 FRSC Page 57 of 250






combined with passenger loading standards to determine that North Metro requires three-car 

trains for rush-hour service in 2015 and 2030. 

DUS 

A DUS horizontal layout from July 2, 2008, was used as reference for each corridor during route 

input development. The DUS data was used to determine the route length from the platform to 

the start of route-specific alignment data. Each train was assumed to leave the DUS platform 

on a path with switches already lined for the train’s final destination. Likewise, arriving trains 

were assumed routed directly to their respective platforms. Within the modeling, DUS thus 

became a protracted length of low speed movement. 

The basic vertical alignment data was derived from the last known elevation from each 

individual corridor and the knowledge that the DUS platform area was nominally level. Slight up 

or down grades were used to connect the DUS elevation to the corridor elevation between 20th 

and 23rd Streets. 

The DUS speed limit was assumed to be 15 mph for all traffic from the start of the DUS throat to 

the end of the station platforms. This is consistent with typical yard operations and some DUS 

throat traffic flow studies. 

The table below lists the names of the passenger stations that were modeled for East Corridor, 

Gold Line and North Metro. 

Passenger Station Names 

East Corridor Gold Line North Metro 

DUS DUS DUS 

40th and 40th 41st Ave Brighton Blvd. 

Colorado Boulevard Pecos Commerce City (72nd Ave) 

Central Park Boulevard Federal 88th Ave 

Peoria Sheridan 104th Ave 

40th and Airport Olde Town 112th Ave 

64th Avenue Station Option 1 Arvada Ridge 124th Ave 

72nd and Himalaya (Highpoint) Option 2 Ward Rd 144th Ave 

DIA 

162nd Ave 

02/27/2009 FRSC Page 58 of 250


Vehicle Data 

A summary of the sources for the vehicle data are listed below; 

[1] RTD EMU–DMU Commuter Rail Passenger Railcar Procurement Technical Provisions, 

Draft for Industry Review, dated July 7, 2008 

Assumed propulsion system efficiencies and power factors were taken from [2] for estimates of 

the Arrow IV EMU. 

[2] Amtrak Energy Management: Usage/Capacity Study, Data Collection (“Day 90”) Report, 

SYSTRA Engineering Inc., dated July 15, 2004 

RTD operating plan, including hours of operations, headway, end-of-route turn times, and 

station dwells, are consistent with: 

[3] "Gold Line and East Corridor Operations Plans," dated September 4, 2008 

(These reports define the East Corridor and Gold Line services for 2030 only) 

[4] "North Metro Corridor 2008 APE Service Plans – 2015 & 2030," dated May 20, 2008 

[5] Commuter Rail Operations and Maintenance Cost Estimate Report, Rev. 4, dated 

December 5, 2008 

The 35 second dwell time was first documented in: 

[6] FRSC-06-005 Operating Cost Comparison of Candidate Technologies for Commuter 

Rail Corridors in the Denver Regional Transportation District, Rev. 2, dated October 4, 

2006 

[7] FRSC-06-006 FasTracks Trip Times and Energy Simulations, Rev. 2, dated October 4, 

2006 

02/27/2009 FRSC Page 59 of 250


Figure 4 - 

Car Data 

02/27/2009 FRSC Page 60 of 250


Figure 5 - 

Tractive Effort, Line Current, and Train Resistance Curves 

02/27/2009 FRSC Page 61 of 250


Figure 6 - 

Speed & Elevation versus Route Location, East Corridor Eastbound 

02/27/2009 FRSC Page 62 of 250


Figure 7 - 

Speed & Elevation versus Route Location, East Corridor Westbound 

02/27/2009 FRSC Page 63 of 250


Figure 8 - 

Speed & Elevation versus Route Location, Gold Line Eastbound 

02/27/2009 FRSC Page 64 of 250


Figure 9 - 

Speed & Elevation versus Route Location, Gold Line Westbound 

02/27/2009 FRSC Page 65 of 250


Figure 10 - 

Speed & Elevation versus Route Location, North Metro Corridor Northbound 

02/27/2009 FRSC Page 66 of 250


Figure 11 - 

Speed & Elevation versus Route Location, North Metro Corridor Southbound 

02/27/2009 FRSC Page 67 of 250


Figure 12 - 

String Charts, East Corridor 

02/27/2009 FRSC Page 68 of 250


Figure 13 - 

String Charts, Gold Line 

02/27/2009 FRSC Page 69 of 250


Figure 14 - 

String Charts, North Metro Corridor 

02/27/2009 FRSC Page 70 of 250


APPENDIX C – ELECTRICAL RESULTS - ALL SYSTEMS IN 

SERVICE, TWO TRANSFORMERS IN SANDOWN SUBSTATION AND 

TWO TRANSFORMERS IN ARGO SUBSTATION 

02/27/2009 FRSC Page 71 of 250



02/27/2009 FRSC Page 72 of 250


The Appendix C presents the following data for all systems in service operating condition: 

• Voltage profiles in per unit for the following: 







• Substation transformer power demands 

o Argo Substation 

o Sandown Substation 

• Autotransformer power demands 

o SW-1 

o PS-1 

o PS-2 

o PS-3 

o PS-4 

o PS-5 

o PS-6 

02/27/2009 FRSC Page 73 of 250


Denver AC Commuter Rail 

Argo & Sandow n TPSS in-service 

Auto-Transformer System 

AT-2MVA X-1.5%; SS-10MVA 

Train Voltages for Route: East Corridor - EB 

Run Duration: 02:00:00 

Elevation Stations Route Trains 

Voltage 

0.999 

0.998 

0.997 

0.996 

0.995 

0.994 

0.993 

0.992 

0.991 

0.990 

0.989 

0.988 

0.987 

0.986 

0.985 

0.984 

0.983 

0.982 

0.981 

0.980 

0.979 

EL(ft) 

250 

200 

150 

100 

50 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 

9.0 

10.0 11.0 12.0 13.0 

Route Location (miles) 

14.0 

15.0 

16.0 

17.0 

18.0 

19.0 

20.0 

21.0 

22.0 

Denver Union Station 

40th and 40th 

Colorado Boulevard 

Central Park Boulevard 

C:\...\Argo & Sandow n TPSS in-service\AT-2MVA,1.5% SS-10MVA\RTD - Scenario #3 All Subs In - AT-2MVA,1.5% SS-10MVA rev2.rr 

Netw ork Type: AC; Netw ork Is: On 

Run Date and Time: 08-Jan-2009 06:04:26 

Peoria 

40th and Airport 

64th Avenue Station Option 1 

d Himalaya (Highpoint) Option 2 

DIA 

LTK RR v13.8.2.0 





Train Voltages for Route: East Corridor - WB 



0.998 

0.996 

0.994 

0.992 

0.990 

Voltage 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

EL(ft) 

100 

50 

0 

-50 

-100 

-150 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 

9.0 

10.0 11.0 12.0 13.0 


14.0 

15.0 

16.0 

17.0 

18.0 

19.0 

20.0 

21.0 

22.0 

_route_begin_ 







Peoria 



40th and 40th 


LTK RR v13.8.2.0 

Figure 15 - 

Voltage Profile East Corridor – All Systems In Service 

02/27/2009 FRSC Page 74 of 250






Train Voltages for Route: Gold Line - WB 



Voltage 

0.998 

0.997 

0.996 

0.995 

0.994 

0.993 

0.992 

0.991 

0.990 

0.989 

0.988 

0.987 

0.986 

0.985 

0.984 

0.983 

EL(ft) 

200 

100 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 


7.0 

8.0 

9.0 

10.0 

11.0 


41st Ave 




Pecos 

Federal 

Sheridan 

Olde Town 

Arvada Ridge 

Ward Rd 

_route_end_ 

LTK RR v13.8.2.0 





Train Voltages for Route: Gold Line - EB 



Voltage 

0.998 

0.997 

0.996 

0.995 

0.994 

0.993 

0.992 

0.991 

0.990 

0.989 

0.988 

0.987 

0.986 

0.985 

0.984 

0.983 

0 

EL(ft) 

-100 

-200 

-300 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 


7.0 

8.0 

9.0 

10.0 

11.0 

_route_begin_ 

Ward Rd 

Arvada Ridge 

Olde Town 




Sheridan 

Federal 

Pecos 

41st Ave 


LTK RR v13.8.2.0 

Figure 16 - 

Voltage Profile Gold Line – All Systems In Service 

02/27/2009 FRSC Page 75 of 250






Train Voltages for Route: North Metro - NB 



0.996 

0.994 

0.992 

0.990 

0.988 

Voltage 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

100 

EL(ft) 

50 

0 

-50 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 


Brighton Blvd. 




Commerce City (72nd Ave) 

88th Ave 

104th Ave 

112th Ave. 

124th Ave 

144th Ave 

162nd Ave 

LTK RR v13.8.2.0 





Train Voltages for Route: North Metro - SB 



0.996 

0.994 

0.992 

0.990 

0.988 

Voltage 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

150 

EL(ft) 

100 

50 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 

162nd Ave 

144th Ave 

124th Ave 




112th Ave. 

104th Ave 

88th Ave 




LTK RR v13.8.2.0 

Figure 17 - 

Voltage Profile North Metro Corridor – All Systems In Service 

02/27/2009 FRSC Page 76 of 250






AC Substation Average Power 


MVA Avg MW Avg MVA R Avg 

5.5 

5.0 

Average Power (MW, MVA, MVAR) 

4.5 

4.0 

3.5 

3.0 

2.5 

2.0 

1.5 

1.0 

0.5 

0.0 

Sandown SS_t1 

Sandown SS_t2 

Substation 

Argo SS_t1 

Argo SS_t2 




LTK RR v13.8.2.0 





AC Substation Peak Average Power 


1 Min. 15 Min. 1 Hr 2 Hr Run 

11.0 

10.0 

9.0 

8.0 

Peak Average Power (MVA) 

7.0 

6.0 

5.0 

4.0 

3.0 

2.0 

1.0 

0.0 

Sandown SS_t1 

Sandown SS_t2 

Substation 

Argo SS_t1 

Argo SS_t2 




LTK RR v13.8.2.0 

Figure 18 - 

Sandown and Argo Substations Power Demands – All Systems In Service 

02/27/2009 FRSC Page 77 of 250






AT Power for Feeder: EC Phase Bus 1 to T-Splice Bus 2 




0.29 

0.28 

0.27 

0.26 

0.25 

0.24 

0.23 

0.22 

0.21 

0.20 

0.19 

0.18 

0.17 

0.16 

0.15 

0.14 

0.13 

0.12 

0.11 

0.10 

0.09 

0.08 

0.07 

0.06 

0.05 

0.04 

0.03 

0.02 

0.01 

0.00 

Phase Brk AT-1 

AT Name 




LTK RR v13.8.2.0 





AT Power for Feeder: East Corridor - West 



0.16 

0.15 

0.14 

0.13 


0.12 

0.11 

0.10 

0.09 

0.08 

0.07 

0.06 

0.05 

0.04 

0.03 

0.02 

0.01 

0.00 


AT Name 




LTK RR v13.8.2.0 

Figure 19 - 

AT Power Demands, SW-1 – All Systems In Service 

02/27/2009 FRSC Page 78 of 250






AT Power for Feeder: East Corridor - East 



1.0 

0.9 

0.8 


0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-1 

AT Name 

PS-2 




LTK RR v13.8.2.0 





AT Power for Feeder: Gold Line - West 



0.70 

0.65 

0.60 

0.55 


0.50 

0.45 

0.40 

0.35 

0.30 

0.25 

0.20 

0.15 

0.10 

0.05 

0.00 

PS-3 

AT Name 




LTK RR v13.8.2.0 

Figure 20 - 

AT Power Demands, PS-1, PS-2, PS-3 – All Systems In Service 

02/27/2009 FRSC Page 79 of 250






AT Power for Feeder: North Metro 



1.1 

1.0 

0.9 


0.8 

0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-4 

PS-5 

AT Name 

PS-6 




LTK RR v13.8.2.0 

Figure 21 - 


02/27/2009 FRSC Page 80 of 250


APPENDIX D – ELECTRICAL RESULTS - ARGO SUBSTATION OUT 

OF SERVICE, TWO TRANSFORMERS IN SANDOWN SUBSTATION 

AND TWO TRANSFORMERS IN ARGO SUBSTATION 

02/27/2009 FRSC Page 81 of 250



02/27/2009 FRSC Page 82 of 250


The Appendix D presents the following data for Argo substation out of service operating condition: 









o Sandown Substation 


o SW-1 

o PS-1 

o PS-2 

o PS-3 

o PS-4 

o PS-5 

o PS-6 

02/27/2009 FRSC Page 83 of 250



Argo TPSS out-of-service 






0.998 

0.996 

0.994 

0.992 

0.990 

0.988 

0.986 

Voltage 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

EL(ft) 

250 

200 

150 

100 

50 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 

9.0 

10.0 11.0 12.0 13.0 


14.0 

15.0 

16.0 

17.0 

18.0 

19.0 

20.0 

21.0 

22.0 


40th and 40th 


C:\...\AT-2MVA,1.5% SS-10MVA\tie IB-OB\RTD - Argo out - AT-2MVA,1.5% SS-10MVA rev2.rr 




Peoria 




DIA 

LTK RR v13.8.2.0 








0.998 

0.996 

0.994 

0.992 

0.990 

0.988 

0.986 

0.984 

Voltage 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0.964 

EL(ft) 

100 

50 

0 

-50 

-100 

-150 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 

9.0 

10.0 11.0 12.0 13.0 


14.0 

15.0 

16.0 

17.0 

18.0 

19.0 

20.0 

21.0 

22.0 

_route_begin_ 







Peoria 



40th and 40th 


LTK RR v13.8.2.0 

Figure 22 - 

Voltage Profile East Corridor – Argo Substation Out Of Service 

02/27/2009 FRSC Page 84 of 250









Voltage 

0.994 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0.964 

0.962 

EL(ft) 

200 

100 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 


7.0 

8.0 

9.0 

10.0 

11.0 


41st Ave 




Pecos 

Federal 

Sheridan 

Olde Town 

Arvada Ridge 

Ward Rd 

_route_end_ 

LTK RR v13.8.2.0 








Voltage 

0.994 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0.964 

0.962 

0 

EL(ft) 

-100 

-200 

-300 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 


7.0 

8.0 

9.0 

10.0 

11.0 

_route_begin_ 

Ward Rd 

Arvada Ridge 

Olde Town 

Sheridan 

Federal 

Pecos 

41st Ave 





LTK RR v13.8.2.0 

Figure 23 - 

Voltage Profile Gold Line – Argo Substation Out Of Service 

02/27/2009 FRSC Page 85 of 250









Voltage 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0.964 

0.962 

0.960 

0.958 

100 

EL(ft) 

50 

0 

-50 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 







88th Ave 

104th Ave 

112th Ave. 

124th Ave 

144th Ave 

162nd Ave 

LTK RR v13.8.2.0 








Voltage 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0.964 

0.962 

0.960 

0.958 

0.956 

150 

EL(ft) 

100 

50 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 

162nd Ave 

144th Ave 




124th Ave 

112th Ave. 

104th Ave 

88th Ave 




LTK RR v13.8.2.0 

Figure 24 - 

Voltage Profile North Metro Corridor – Argo Substation Out Of Service 

02/27/2009 FRSC Page 86 of 250









9.0 

8.5 

8.0 

7.5 


7.0 

6.5 

6.0 

5.5 

5.0 

4.5 

4.0 

3.5 

3.0 

2.5 

2.0 

1.5 

1.0 

0.5 

0.0 

Sandown SS_t1 

Substation 

Sandown SS_t2 




LTK RR v13.8.2.0 








15.0 

14.0 

13.0 

12.0 


11.0 

10.0 

9.0 

8.0 

7.0 

6.0 

5.0 

4.0 

3.0 

2.0 

1.0 

0.0 

Sandown SS_t1 

Substation 

Sandown SS_t2 




LTK RR v13.8.2.0 

Figure 25 - 

Sandown Substation Power Demands - Argo Substation Out Of Service 

02/27/2009 FRSC Page 87 of 250










0.23 

0.22 

0.21 

0.20 

0.19 

0.18 

0.17 

0.16 

0.15 

0.14 

0.13 

0.12 

0.11 

0.10 

0.09 

0.08 

0.07 

0.06 

0.05 

0.04 

0.03 

0.02 

0.01 

0.00 


AT Name 




LTK RR v13.8.2.0 









0.23 

0.22 

0.21 

0.20 

0.19 

0.18 

0.17 

0.16 

0.15 

0.14 

0.13 

0.12 

0.11 

0.10 

0.09 

0.08 

0.07 

0.06 

0.05 

0.04 

0.03 

0.02 

0.01 

0.00 


AT Name 




LTK RR v13.8.2.0 

Figure 26 - 

AT Power Demands, SW-1 – Argo Substation Out Of Service 

02/27/2009 FRSC Page 88 of 250









1.0 

0.9 

0.8 


0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-1 

AT Name 

PS-2 




LTK RR v13.8.2.0 









0.66 

0.64 

0.62 

0.60 

0.58 

0.56 

0.54 

0.52 

0.50 

0.48 

0.46 

0.44 

0.42 

0.40 

0.38 

0.36 

0.34 

0.32 

0.30 

0.28 

0.26 

0.24 

0.22 

0.20 

0.18 

0.16 

0.14 

0.12 

0.10 

0.08 

0.06 

0.04 

0.02 

0.00 

PS-3 

AT Name 




LTK RR v13.8.2.0 

Figure 27 - 

AT Power Demands, PS-1, PS-2, PS-3 – Argo Substation Out Of Service 

02/27/2009 FRSC Page 89 of 250









1.1 

1.0 

0.9 


0.8 

0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-4 

PS-5 

AT Name 

PS-6 




LTK RR v13.8.2.0 

Figure 28 - 

AT Power Demands, PS-4, PS-5, PS-6 – Argo Substation Out Of Service 

02/27/2009 FRSC Page 90 of 250


APPENDIX E – ELECTRICAL RESULTS - SANDOWN SUBSTATION 

OUT OF SERVICE, TWO TRANSFORMERS IN SANDOWN 

SUBSTATION AND TWO TRANSFORMERS IN ARGO SUBSTATION 

02/27/2009 FRSC Page 91 of 250



02/27/2009 FRSC Page 92 of 250


The Appendix E presents the following data for Sandown substation out of service operating 

condition: 











o SW-1 

o PS-1 

o PS-2 

o PS-3 

o PS-4 

o PS-5 

o PS-6 

02/27/2009 FRSC Page 93 of 250



Sandow n TPSS out-of-service 






0.994 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

Voltage 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0.964 

0.962 

EL(ft) 

0.960 

100 

50 

0 

-50 

-100 

-150 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 

9.0 

10.0 11.0 12.0 13.0 


14.0 

15.0 

16.0 

17.0 

18.0 

19.0 

20.0 

21.0 

22.0 

_route_begin_ 

C:\...\Sandow n TPSS out-of-service\tie IB-OB\RTD - Sandow n out - AT-2MVA,1.5% SS-10MVA rev2.rr 






Peoria 



40th and 40th 


LTK RR v13.8.2.0 








0.994 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

Voltage 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0.964 

0.962 

0.960 

250 

200 

150 

100 

50 

0 

EL(ft) 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 

9.0 

10.0 11.0 12.0 13.0 


14.0 

15.0 

16.0 

17.0 

18.0 

19.0 

20.0 

21.0 

22.0 


40th and 40th 






Peoria 




DIA 

LTK RR v13.8.2.0 

Figure 29 - 

Voltage Profile East Corridor – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 94 of 250









0.998 

0.996 

0.994 

0.992 

0.990 

0.988 

Voltage 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

EL(ft) 

200 

100 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 


7.0 

8.0 

9.0 

10.0 

11.0 


41st Ave 

Pecos 

Federal 

Sheridan 

Olde Town 

Arvada Ridge 

Ward Rd 

_route_end_ 




LTK RR v13.8.2.0 








0.998 

0.996 

0.994 

0.992 

0.990 

0.988 

Voltage 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0 

EL(ft) 

-100 

-200 

-300 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 


7.0 

8.0 

9.0 

10.0 

11.0 

_route_begin_ 

Ward Rd 

Arvada Ridge 




Olde Town 

Sheridan 

Federal 

Pecos 

41st Ave 


LTK RR v13.8.2.0 

Figure 30 - 

Voltage Profile Gold Line – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 95 of 250









Voltage 

0.994 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0.964 

0.962 

100 

EL(ft) 

50 

0 

-50 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 







88th Ave 

104th Ave 

112th Ave. 

124th Ave 

144th Ave 

162nd Ave 

LTK RR v13.8.2.0 








0.994 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

Voltage 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0.964 

0.962 

150 

EL(ft) 

100 

50 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 

162nd Ave 

144th Ave 




124th Ave 

112th Ave. 

104th Ave 

88th Ave 




LTK RR v13.8.2.0 

Figure 31 - 

Voltage Profile North Metro Corridor – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 96 of 250









11.0 

10.0 

9.0 


8.0 

7.0 

6.0 

5.0 

4.0 

3.0 

2.0 

1.0 

0.0 

Argo SS_t1 

Substation 

Argo SS_t2 




LTK RR v13.8.2.0 








18.0 

17.0 

16.0 

15.0 

14.0 


13.0 

12.0 

11.0 

10.0 

9.0 

8.0 

7.0 

6.0 

5.0 

4.0 

3.0 

2.0 

1.0 

0.0 

Argo SS_t1 

Substation 

Argo SS_t2 




LTK RR v13.8.2.0 

Figure 32 - 

Argo Substation Power Demands – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 97 of 250










0.23 

0.22 

0.21 

0.20 

0.19 

0.18 

0.17 

0.16 

0.15 

0.14 

0.13 

0.12 

0.11 

0.10 

0.09 

0.08 

0.07 

0.06 

0.05 

0.04 

0.03 

0.02 

0.01 

0.00 


AT Name 




LTK RR v13.8.2.0 









0.23 

0.22 

0.21 

0.20 

0.19 

0.18 

0.17 

0.16 

0.15 

0.14 

0.13 

0.12 

0.11 

0.10 

0.09 

0.08 

0.07 

0.06 

0.05 

0.04 

0.03 

0.02 

0.01 

0.00 


AT Name 




LTK RR v13.8.2.0 

Figure 33 - 

AT Power Demands, SW-1 – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 98 of 250









1.0 

0.9 

0.8 


0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-1 

AT Name 

PS-2 




LTK RR v13.8.2.0 








0.70 

0.65 

0.60 

0.55 


0.50 

0.45 

0.40 

0.35 

0.30 

0.25 

0.20 

0.15 

0.10 

0.05 

0.00 

PS-3 

AT Name 




LTK RR v13.8.2.0 

Figure 34 - 


02/27/2009 FRSC Page 99 of 250









1.0 

0.9 

0.8 


0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-4 

PS-5 

AT Name 

PS-6 




LTK RR v13.8.2.0 

Figure 35 - 


02/27/2009 FRSC Page 100 of 250


APPENDIX F – ELECTRICAL RESULTS – ALL SYSTEMS IN 

SERVICE, TWO TRANSFORMERS IN SANDOWN SUBSTATION AND 

ONE TRANSFORMER IN ARGO SUBSTATION 

02/27/2009 FRSC Page 101 of 250



02/27/2009 FRSC Page 102 of 250


The Appendix F presents the following data for all systems in service operating condition: 











o SW-1 

o PS-1 

o PS-2 

o PS-3 

o PS-4 

o PS-5 

o PS-6 

02/27/2009 FRSC Page 103 of 250



Argo & Sandown TPSS in-service 


Argo-1Xfmr & Sandown-2Xfmr 





0.998 

0.996 

0.994 

0.992 

0.990 

Voltage 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

EL(ft) 

200 

100 

0 

0.0 

2.0 

4.0 

6.0 

8.0 

10.0 12.0 14.0 


16.0 

18.0 

20.0 

22.0 


40th and 40th 


C:\...\1tf-Argo & 2tf-Sandown\Argo&Sandown in\RTD - Argo&Sandown In - AT-2MVA,1.5% SS-10MVA rev2-T.rr 

Network Type: AC; Network Is: On 

Run Date and Time: 18-Feb-2009 14:50:38 







Peoria 






malaya (Highpoint) Option 2 

DIA 

LTK RR v13.13.0.0 

0.998 

0.996 

0.994 

0.992 

Voltage 

0.990 

0.988 

0.986 

0.984 

0.982 

EL(ft) 

0.980 

0.978 

0.976 

100 

0 

-100 

0.0 

2.0 

4.0 

6.0 

8.0 

10.0 12.0 14.0 


16.0 

18.0 

20.0 

22.0 

_route_begin_ 







Peoria 



40th and 40th 


LTK RR v13.13.0.0 

Figure 36 - 

Voltage Profile East Corridor – All Systems In Service 

02/27/2009 FRSC Page 104 of 250










0.996 

0.994 

0.992 

0.990 

Voltage 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

EL(ft) 

200 

100 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 6.0 7.0 


8.0 

9.0 

10.0 

11.0 


41st Ave 




Pecos 

Federal 

Sheridan 

Olde Town 

Arvada Ridge 

Ward Rd 

_route_end_ 

LTK RR v13.13.0.0 









0.996 

0.994 

0.992 

0.990 

Voltage 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0 

EL(ft) 

-100 

-200 

-300 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 6.0 7.0 


8.0 

9.0 

10.0 

11.0 

_route_begin_ 

Ward Rd 

Arvada Ridge 




Olde Town 

Sheridan 

Federal 

Pecos 

41st Ave 


LTK RR v13.13.0.0 

Figure 37 - 

Voltage Profile Gold Line – All Systems In Service 

02/27/2009 FRSC Page 105 of 250










Voltage 

EL(ft) 

0.996 

0.994 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

100 

50 

0 

-50 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 







88th Ave 

104th Ave 

112th Ave. 

124th Ave 

144th Ave 

162nd Ave 

LTK RR v13.13.0.0 









0.996 

0.994 

Voltage 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

EL(ft) 

150 

100 

50 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 

162nd Ave 

144th Ave 

124th Ave 




112th Ave. 

104th Ave 

88th Ave 




LTK RR v13.13.0.0 

Figure 38 - 

Voltage Profile North Metro Corridor – All Systems In Service 

02/27/2009 FRSC Page 106 of 250







AC Substation Average Input Power 


MVA Avg MW Avg MVAR Avg 


8.5 

8.0 

7.5 

7.0 

6.5 

6.0 

5.5 

5.0 

4.5 

4.0 

3.5 

3.0 

2.5 

2.0 

1.5 

1.0 

0.5 

0.0 

Sandown SS_t1 

Sandown SS_t2 

Substation 

Argo SS_t1 




LTK RR v13.13.0.0 






AC Substation Peak Average Input Power 



13.0 

12.0 

11.0 


10.0 

9.0 

8.0 

7.0 

6.0 

5.0 

4.0 

3.0 

2.0 

1.0 

0.0 

Sandown SS_t1 

Sandown SS_t2 

Substation 

Argo SS_t1 




LTK RR v13.13.0.0 

Figure 39 - 

Argo Substation Power Demands – All Systems In Service 

02/27/2009 FRSC Page 107 of 250










0.28 

0.26 


0.24 

0.22 

0.20 

0.18 

0.16 

0.14 

0.12 

0.10 

0.08 

0.06 

0.04 

0.02 

0.00 


AT Name 




LTK RR v13.13.0.0 










0.16 

0.15 

0.14 

0.13 

0.12 

0.11 

0.10 

0.09 

0.08 

0.07 

0.06 

0.05 

0.04 

0.03 

0.02 

0.01 

0.00 


AT Name 




LTK RR v13.13.0.0 

Figure 40 - 

AT Power Demands, SW-1 – All Systems In Service 

02/27/2009 FRSC Page 108 of 250










1.0 

0.9 


0.8 

0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-1 

AT Name 

PS-2 




LTK RR v13.13.0.0 









0.65 

0.60 

0.55 


0.50 

0.45 

0.40 

0.35 

0.30 

0.25 

0.20 

0.15 

0.10 

0.05 

0.00 

PS-3 

AT Name 




LTK RR v13.13.0.0 

Figure 41 - 


02/27/2009 FRSC Page 109 of 250










1.1 

1.0 


0.9 

0.8 

0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-4 

PS-5 

AT Name 

PS-6 




LTK RR v13.13.0.0 

Figure 42 - 


02/27/2009 FRSC Page 110 of 250


APPENDIX G – ELECTRICAL RESULTS - SANDOWN SUBSTATION 

OUT OF SERVICE, TWO TRANSFORMERS IN SANDOWN 

SUBSTATION AND ONE TRANSFORMER IN ARGO SUBSTATION 

02/27/2009 FRSC Page 111 of 250



02/27/2009 FRSC Page 112 of 250


The Appendix G presents the following data for Sandown substation out of service operating 

condition: 











o SW-1 

o PS-1 

o PS-2 

o PS-3 

o PS-4 

o PS-5 

o PS-6 

02/27/2009 FRSC Page 113 of 250



Sandown TPSS out-of-service 







0.990 

0.985 

0.980 

Voltage 

0.975 

0.970 

0.965 

0.960 

EL(ft) 

200 

100 

0 

0.0 

2.0 

4.0 

6.0 

8.0 

10.0 12.0 14.0 


16.0 

18.0 

20.0 

22.0 


40th and 40th 


C:\...\1tf-Argo & 2tf-Sandown\Sandown out\RTD - Sandown Out - AT-2MVA,1.5% SS-10MVA rev2-T.rr 









Peoria 







DIA 

LTK RR v13.13.0.0 

0.990 

0.985 

0.980 

Voltage 

0.975 

0.970 

0.965 

0.960 

100 

EL(ft) 

0 

-100 

0.0 

2.0 

4.0 

6.0 

8.0 

10.0 12.0 14.0 


16.0 

18.0 

20.0 

22.0 

_route_begin_ 







Peoria 



40th and 40th 


LTK RR v13.13.0.0 

Figure 43 - 

Voltage Profile East Corridor – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 114 of 250










Voltage 

0.994 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

EL(ft) 

200 

100 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 6.0 7.0 


8.0 

9.0 

10.0 

11.0 


41st Ave 




Pecos 

Federal 

Sheridan 

Olde Town 

Arvada Ridge 

Ward Rd 

_route_end_ 

LTK RR v13.13.0.0 









0.994 

Voltage 

0.992 

0.990 

0.988 

0.986 

0.984 

0.982 

0.980 

0.978 

0.976 

0.974 

0.972 

0.970 

0.968 

0.966 

0 

EL(ft) 

-100 

-200 

-300 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 6.0 7.0 


8.0 

9.0 

10.0 

11.0 

_route_begin_ 

Ward Rd 

Arvada Ridge 




Olde Town 

Sheridan 

Federal 

Pecos 

41st Ave 


LTK RR v13.13.0.0 

Figure 44 - 

Voltage Profile Gold Line – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 115 of 250










0.990 

0.985 

0.980 

Voltage 

0.975 

0.970 

0.965 

0.960 

EL(ft) 

100 

50 

0 

-50 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 







88th Ave 

104th Ave 

112th Ave. 

124th Ave 

144th Ave 

162nd Ave 

LTK RR v13.13.0.0 









0.990 

0.985 

0.980 

Voltage 

0.975 

0.970 

0.965 

0.960 

0.955 

EL(ft) 

150 

100 

50 

0 

0.0 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 9.0 10.0 11.0 


12.0 

13.0 

14.0 

15.0 

16.0 

17.0 

18.0 

162nd Ave 

144th Ave 




124th Ave 

112th Ave. 

104th Ave 

88th Ave 




LTK RR v13.13.0.0 

Figure 45 - 

Voltage Profile North Metro Corridor – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 116 of 250







AC Substation Average Input Power 



13.0 

12.0 


11.0 

10.0 

9.0 

8.0 

7.0 

6.0 

5.0 

4.0 

3.0 

2.0 

1.0 

0.0 

Argo SS_t1 

Substation 




LTK RR v13.13.0.0 






AC Substation Peak Average Input Power 




20.0 

19.0 

18.0 

17.0 

16.0 

15.0 

14.0 

13.0 

12.0 

11.0 

10.0 

9.0 

8.0 

7.0 

6.0 

5.0 

4.0 

3.0 

2.0 

1.0 

0.0 

Argo SS_t1 

Substation 




LTK RR v13.13.0.0 

Figure 46 - 

Argo Substation Power Demands – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 117 of 250








0.23 

0.22 

0.21 

0.20 

0.19 

0.18 

0.17 

0.16 

0.15 

0.14 

0.13 

0.12 

0.11 

0.10 

0.09 

0.08 

0.07 

0.06 

0.05 

0.04 

0.03 

0.02 

0.01 

0.00 





AT Name 




LTK RR v13.13.0.0 







0.23 

0.22 

0.21 

0.20 

0.19 

0.18 

0.17 

0.16 

0.15 

0.14 

0.13 

0.12 

0.11 

0.10 

0.09 

0.08 

0.07 

0.06 

0.05 

0.04 

0.03 

0.02 

0.01 

0.00 





AT Name 




LTK RR v13.13.0.0 

Figure 47 - 

AT Power Demands, SW-1 – Sandown Substation Out Of Service 

02/27/2009 FRSC Page 118 of 250










1.0 

0.9 


0.8 

0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-1 

AT Name 

PS-2 




LTK RR v13.13.0.0 









0.65 

0.60 

0.55 


0.50 

0.45 

0.40 

0.35 

0.30 

0.25 

0.20 

0.15 

0.10 

0.05 

0.00 

PS-3 

AT Name 




LTK RR v13.13.0.0 

Figure 48 - 


02/27/2009 FRSC Page 119 of 250










1.0 

0.9 


0.8 

0.7 

0.6 

0.5 

0.4 

0.3 

0.2 

0.1 

0.0 

PS-4 

PS-5 

AT Name 

PS-6 




LTK RR v13.13.0.0 

Figure 49 - 


02/27/2009 FRSC Page 120 of 250


APPENDIX H – RR INPUT DATA 

02/27/2009 FRSC Page 121 of 250



02/27/2009 FRSC Page 122 of 250

This document contains all RR input data for electrical, grades, passenger stations, 

dispatch files, routes and train dwell times.

Track Data For Track: East Corridor - WB MP 23 to 17_5 

Run File: C:\...\AT-2MVA,1.5% SS-10MVA\tie IB-OB\RTD - Argo&Sandown In - AT-2MVA,1.5% SS-10MVA rev2-T.rr 

Distance: 29014 

Elevation Change: -19.5 

Description: 

Entire Line is double track from DUS to Airport - 

MP 23 to 17.5 

# Location Distance Grade Speed Stations / Events Dwell TP% Connections Comment 

1 130014 0 0.00 15 0 

2 129612 402 0.00 0 DIA 35 

3 129512 502 0.00 15 0 

4 129327 687 -0.67 15 0 

5 129259 755 -2.00 15 0 

6 129190 824 -3.33 15 0 

7 129127 887 -4.00 15 0 

8 128952 1062 -3.24 15 0 

9 128868 1146 -1.71 15 0 

10 128783 1231 -0.19 15 0 

11 128699 1315 0.57 15 0 

12 128577 1437 0.57 40 0 

13 127849 2165 1.12 40 0 

14 127748 2266 2.23 40 0 

15 127648 2366 3.33 40 0 

16 127548 2466 3.88 40 0 

17 127326 2688 3.28 40 0 

18 127226 2788 2.08 40 0 

19 127178 2836 2.08 40 0 

20 127125 2889 0.87 40 0 

21 127025 2989 0.27 40 0 

22 126650 3364 -0.05 40 0 

23 126518 3496 -0.69 40 0 

24 126465 3549 -0.69 40 0 

25 126386 3628 -1.33 40 0 

26 126249 3765 -1.65 40 0 

27 125969 4045 -1.65 79 0 

28 125753 4261 -1.29 79 0 

29 125584 4430 -0.58 79 0 

30 125415 4599 0.14 79 0 

31 125251 4763 0.50 79 0 

32 121201 8813 0.73 79 0 

33 121069 8945 1.18 79 0 

34 120932 9082 1.64 79 0 

35 120800 9214 1.87 79 0 

36 119950 10064 1.59 79 0 

37 119749 10265 1.04 79 0 

38 119549 10465 0.48 79 0 

39 119348 10666 0.21 79 0 

40 118751 11263 0.15 79 0 

41 118619 11395 0.03 79 0 

42 118482 11532 -0.08 79 0 

43 118350 11664 -0.14 79 0 

44 117500 12514 -0.36 79 0 

45 117331 12683 -0.79 79 0 

46 117167 12847 -1.23 79 0 

47 116998 13016 -1.45 79 0 

48 113572 16442 -1.45 79 0 

49 112600 17414 -0.79 79 0 

50 112268 17746 0.52 79 0 

51 111935 18079 1.84 79 0 

52 111602 18412 2.50 79 0 

53 110800 19214 1.86 79 0 

28Jan2009 Track: East Corridor - WB MP 23 to 17_5


54 110467 19547 0.58 79 0 

55 110298 19716 0.58 79 0 

56 110134 19880 -0.70 79 0 

57 109802 20212 -1.34 79 0 

58 109300 20714 -0.79 79 0 

59 109015 20999 0.31 79 0 

60 108983 21031 0.31 79 0 

61 108735 21279 1.41 79 0 

62 108450 21564 1.96 79 0 

63 106623 23391 1.06 79 0 

64 106206 23808 -0.76 79 0 

65 105794 24220 -2.57 79 0 

66 105731 24283 -2.57 79 0 

67 105377 24637 -3.48 79 0 

68 105103 24911 -3.03 79 0 

69 104886 25128 -2.13 79 0 

70 104670 25344 -1.23 79 0 

71 104448 25566 -0.79 79 0 

72 103651 26363 -0.79 0 72nd and Himalaya (Highpoint) Option 2 35 

73 103551 26463 -0.79 70 0 

74 101000 29014 0.79 70 0 PS-2 location

28Jan2009 

Track: East Corridor - WB MP 23 to 17_5: Components 

Electrical Data For Track: East Corridor - WB MP 23 to 17_5 


OCS Impedance: 0.202 + j0.8131 /mile 

OCS Base Voltage: 25 kV 

AC Components 

# Feeder Feeder Connects at 

Connects To 

Component Name 

Connects at 

Component 

Length Size Other Track 

Component 

This Track 

Type 

(ft) (kcm) (miles) 

or Track 

(miles) 

1 100 500 PS-2 Feeder PS-2 WB 19.1288 

2 

3 1 6000 19.1288East Corridor - WB MP 17_5 to 13_1 Connector Connect to MP 17_5 to 13_1 - W 19.1288 

Graph

Track Data For Track: East Corridor - WB MP 17_5 to 13_1 



Elevation Change: 75.3 

Description: 


MP 17.5 to 13.1 


1 101000 0 -0.79 70 0 

2 100799 201 -0.75 70 0 

3 100667 333 -0.67 70 0 

4 100535 465 -0.58 70 0 

5 100398 602 -0.54 70 0 

6 98777 2223 -0.22 70 0 

7 98635 2365 -0.22 70 0 

8 98608 2392 0.44 70 0 

9 98444 2556 1.09 70 0 

10 98276 2724 1.42 70 0 

11 96950 4050 1.16 70 0 

12 96781 4219 0.66 70 0 

13 96618 4382 0.15 70 0 

14 96449 4551 -0.10 70 0 

15 93692 7308 -0.10 70 0 

16 90730 10270 -0.10 0 64th Avenue Station Option 1 35 

17 90630 10370 -0.10 79 0 

18 89701 11299 0.11 79 0 

19 89569 11431 0.56 79 0 

20 89432 11568 1.00 79 0 

21 89300 11700 1.21 79 0 

22 86950 14050 0.92 79 0 

23 86834 14166 0.92 79 0 

24 86786 14214 0.34 79 0 

25 86617 14383 -0.25 79 0 

26 86448 14552 -0.54 79 0 

27 85572 15428 -0.54 79 0 

28 85450 15550 -0.32 79 0 

29 85318 15682 0.13 79 0 

30 85181 15819 0.58 79 0 

31 85049 15951 0.80 79 0 

32 81760 19240 0.80 75 0 

33 81702 19298 0.74 75 0 

34 81570 19430 0.60 75 0 

35 81432 19568 0.47 75 0 

36 81300 19700 0.40 75 0 

37 81168 19832 0.40 75 0 

38 79093 21907 0.40 75 0 

39 78819 22181 0.40 75 0 

40 77768 23232 -0.40 75 0 PS-1 location 

28Jan2009 Track: East Corridor - WB MP 17_5 to 13_1

28Jan2009 

Track: East Corridor - WB MP 17_5 to 13_1: Components 

Electrical Data For Track: East Corridor - WB MP 17_5 to 13_1 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(miles) 

1 100 500 PS-1 Feeder PS-1 WB 14.7288 

2 

3 1 6000 14.7288 East Corridor - WB MP 13_1 to 6 Connector Connect to MP 13_1 to 6 - WB 14.7288 

Graph

Track Data For Track: East Corridor - WB MP 13_1 to 6 




Description: 


MP 13.1 to 6 


1 77768 0 0.40 75 0 

2 77351 417 0.33 60 0 

3 77288 480 0.18 60 0 

4 77219 549 0.03 60 0 

5 77150 618 -0.04 60 0 

6 77024 744 -0.04 60 0 

7 75820 1948 -0.04 0 40th and Airport 35 

8 75720 2048 -0.04 60 0 

9 75550 2218 0.55 60 0 

10 75381 2387 1.73 60 0 

11 75218 2550 2.91 60 0 

12 75049 2719 3.50 60 0 

13 74574 3194 3.50 60 0 

14 74399 3369 2.94 60 0 

15 74215 3553 1.82 60 0 

16 74035 3733 0.70 60 0 

17 73850 3918 0.14 60 0 

18 73296 4472 0.14 60 0 

19 71353 6415 0.14 35 0 

20 70724 7044 -0.55 35 0 

21 70508 7260 -1.93 35 0 

22 70292 7476 -3.31 35 0 

23 70075 7693 -4.00 35 0 

24 69927 7841 -4.00 65 0 

25 69822 7946 -4.00 65 0 

26 69552 8216 -3.46 65 0 

27 69383 8385 -2.38 65 0 

28 69214 8554 -1.30 65 0 

29 69051 8717 -0.76 65 0 

30 68623 9145 -0.76 65 0 

31 66580 11188 -0.76 65 0 

32 66300 11468 -0.71 65 0 

33 66273 11495 -0.71 65 0 

34 66163 11605 -0.61 65 0 

35 66036 11732 -0.51 65 0 

36 65899 11869 -0.47 65 0 

37 65856 11912 -0.47 79 0 

38 62699 15069 -0.50 79 0 

39 62567 15201 -0.57 79 0 

40 62435 15333 -0.65 79 0 

41 62303 15465 -0.69 79 0 

42 61099 16669 -0.69 79 0 

43 60840 16928 -0.69 79 0 

44 60698 17070 -0.59 79 0 

45 60566 17202 -0.39 79 0 

46 60434 17334 -0.19 79 0 

47 60413 17355 -0.19 79 0 

48 60302 17466 -0.10 79 0 

49 58940 18828 -0.10 70 0 

50 57598 20170 -0.25 70 0 

51 57466 20302 -0.57 70 0 

52 57334 20434 -0.88 70 0 

53 57202 20566 -1.04 70 0 

28Jan2009 Track: East Corridor - WB MP 13_1 to 6


54 55898 21870 -0.91 70 0 

55 55766 22002 -0.65 70 0 

56 55634 22134 -0.38 70 0 

57 55502 22266 -0.25 70 0 

58 55481 22287 -0.25 0 Peoria 35 

59 55381 22387 -0.25 79 0 

60 52498 25270 -0.33 79 0 

61 52366 25402 -0.50 79 0 

62 52234 25534 -0.66 79 0 

63 52102 25666 -0.74 79 0 

64 49298 28470 -0.68 79 0 

65 49166 28602 -0.56 79 0 

66 49034 28734 -0.44 79 0 

67 48902 28866 -0.37 79 0 

68 47302 30466 -0.39 79 0 

69 47165 30603 -0.43 79 0 

70 47033 30735 -0.46 79 0 

71 46901 30867 -0.47 79 0 

72 45301 32467 -0.13 79 0 

73 45132 32636 0.56 79 0 

74 44969 32799 1.25 79 0 

75 44800 32968 1.59 79 0 

76 44499 33269 1.33 79 0 

77 44367 33401 0.81 79 0 

78 44235 33533 0.29 79 0 

79 44103 33665 0.03 79 0 

80 42302 35466 0.03 0 Central Park Boulevard 35 

81 42202 35566 0.03 60 0 

82 41521 36247 0.03 60 0 

83 41003 36765 0.03 60 0 

84 40724 37044 0.03 60 0 

85 40702 37066 0.04 60 0 

86 40565 37203 0.07 60 0 

87 40438 37330 0.10 60 0 

88 40301 37467 -0.10 60 0 Break - Sandown SS

28Jan2009 

Track: East Corridor - WB MP 13_1 to 6: Components 

Electrical Data For Track: East Corridor - WB MP 13_1 to 6 


OCS Impedance: 4.697E-5 + j0.0001939 /ft 




Connects To 


Connects at 

Component 


Component 

This Track 

Type 

(ft) (kcm) (ft) 

or Track 

(ft) 

1 100 500 Sandown SS_ocsBus2 Feeder Feeder - Sandown SS IB-2 40301 

Graph

Track Data For Track: East Corridor - WB MP 6 to 0_8 




Description: 


MP 6.0 to 0.8 


1 40301 0 0.12 60 0 Break - Sandown SS 

2 36800 3501 0.01 60 0 

3 36668 3633 -0.22 60 0 

4 36531 3770 -0.44 60 0 

5 36399 3902 -0.56 60 0 

6 35058 5243 -0.56 60 0 

7 34725 5576 -0.56 60 0 

8 34541 5760 -0.56 60 0 

9 34166 6135 -0.56 60 0 

10 32798 7503 -0.52 60 0 

11 32666 7635 -0.44 60 0 

12 32534 7767 -0.36 60 0 

13 32402 7899 -0.33 60 0 

14 30765 9536 -0.33 60 0 

15 30501 9800 -0.38 60 0 

16 30369 9932 -0.48 60 0 

17 30232 10069 -0.58 60 0 

18 30100 10201 -0.63 60 0 

19 29213 11088 -0.63 60 0 

20 28759 11542 -0.63 60 0 

21 28453 11848 -0.63 60 0 

22 28342 11959 -0.63 60 0 

23 28073 12228 -0.63 60 0 

24 27571 12730 -0.63 0 Colorado Boulevard 35 

25 27471 12830 -0.63 30 0 

26 27064 13237 -0.63 30 0 

27 26774 13527 -0.63 30 0 

28 26700 13601 -0.74 30 0 

29 26679 13622 -0.74 30 0 

30 26568 13733 -0.95 30 0 

31 26436 13865 -1.17 30 0 

32 26388 13913 -1.17 30 0 

33 26299 14002 -1.28 30 0 

34 25301 15000 -1.19 30 0 

35 25169 15132 -1.00 30 0 

36 25031 15270 -0.82 30 0 

37 24899 15402 -0.69 30 0 

38 24150 16151 -0.69 20 0 

39 23490 16811 -0.69 20 0 

40 23363 16938 -0.69 20 0 

41 22671 17630 -0.69 30 0 

42 22603 17698 -0.58 30 0 

43 22465 17836 -0.29 30 0 

44 22333 17968 0.00 30 0 

45 22201 18100 0.14 30 0 

46 20997 19304 0.10 30 0 

47 20865 19436 0.02 30 0 

48 20733 19568 -0.07 30 0 

49 20601 19700 -0.11 30 0 

50 19804 20497 -0.11 30 0 

51 19002 21299 -0.11 30 0 

52 18347 21954 -0.11 0 40th and 40th 35 

53 18247 22054 -0.11 30 0 

28Jan2009 Track: East Corridor - WB MP 6 to 0_8


54 17697 22604 -0.11 30 0 

55 17212 23089 -0.11 55 0 

56 17000 23301 -0.20 55 0 

57 16868 23433 -0.36 55 0 

58 16731 23570 -0.53 55 0 

59 16599 23702 -0.61 55 0 

60 15644 24657 -0.61 55 0 

61 14857 25444 -0.61 55 0 

62 14202 26099 -0.51 55 0 

63 14065 26236 -0.32 55 0 

64 13933 26368 -0.12 55 0 

65 13801 26500 -0.03 55 0 

66 13458 26843 -0.03 55 0 

67 13352 26949 -0.03 55 0 

68 13099 27202 -0.03 55 0 

69 12824 27477 0.03 55 0 Break - Phase Break

28Jan2009 

Track: East Corridor - WB MP 6 to 0_8: Components 

Electrical Data For Track: East Corridor - WB MP 6 to 0_8 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 Sandown SS_ocsBus1 Feeder Feeder - Sandown SS IB-1 40301.2 

2 

3 100 500 Phase Brk AT-2 Feeder Feeder - PBA-2 IB 12824.1 

4 100 500 Phase Break_ocsXferBus2 Feeder PBA -2 WB 12824.1 

Graph

Track Data For Track: East Corridor - WB 0_8 to DUS 




Description: 


MP 0.8 to DUS 


1 12824 0 -0.03 55 0 Break - Phase Break 

2 12502 322 -0.03 55 0 

3 12227 597 -0.03 55 0 

4 12032 792 -0.03 45 0 

5 11599 1225 0.07 45 0 

6 11467 1357 0.26 45 0 

7 11335 1489 0.45 45 0 

8 11198 1626 0.54 45 0 

9 11145 1679 0.54 45 0 

10 11045 1779 0.54 15 0 

11 10775 2049 0.54 15 0 

12 10733 2091 0.54 15 0 

13 10184 2640 -0.54 15 0 Break Point for DUS 

28Jan2009 

Track: East Corridor - WB 0_8 to DUS

28Jan2009 

Track: East Corridor - WB 0_8 to DUS: Components 

Electrical Data For Track: East Corridor - WB 0_8 to DUS 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 Phase Brk AT-1 Feeder Feeder - PBA-1 IB 12824.1 

2 100 500 Phase Break_ocsXferBus1 Feeder PBA -1 WB 12824.1 

3 

4 1 6000 13222.2 DUS - IB East Corridor Connector Connect to MP DUS IB - WB 10184.1 

Graph

Track Data For Track: DUS - IB East Corridor 




Description: 

Branch Point @ 132+22 = MP 0.30 to DUS 


1 13222 0 0.81 15 0 Break Point for DUS 

2 13037 185 0.00 15 0 

3 13011 211 0.00 15 0 

4 12034 1188 0.00 15 0 

5 11638 1584 0.00 0 Denver Union Station 35 

28Jan2009 

Track: DUS - IB East Corridor

28Jan2009 

Track: DUS - IB East Corridor: Components 

Electrical Data For Track: DUS - IB East Corridor 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 OCS Tie IB - OB_ocsXferBus1 Connector EC-Bus 1 IB 13222.2 

Graph

Track Data For Track: DUS - OB East Corridor 




Description: 

DUS to Branch Point @ 132+22 = MP 0.30 



2 12034 396 0.00 15 0 

3 13011 1373 0.00 15 0 

4 13037 1399 -0.81 15 0 


28Jan2009 

Track: DUS - OB East Corridor

28Jan2009 

Track: DUS - OB East Corridor: Components 

Electrical Data For Track: DUS - OB East Corridor 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 10184.1 East Corridor - EB DUS to 0_8 Connector Connect to EC DUS to 0_8 - EB 13222.2 

2 

3 1 6000 OCS Tie IB - OB_ocsXferBus2 Connector EC-Bus 2 OB 13222.2 

Graph

Track Data For Track: East Corridor - EB DUS to 0_8 




Description: 


DUS to MP 0.8 



2 10733 549 -0.54 15 0 

3 10775 591 -0.54 15 0 

4 11045 861 -0.54 45 0 

5 11145 961 -0.54 45 0 

6 11198 1014 -0.45 45 0 

7 11335 1151 -0.26 45 0 

8 11467 1283 -0.07 45 0 

9 11599 1415 0.03 45 0 

10 12032 1848 0.03 55 0 

11 12227 2043 0.03 55 0 

12 12502 2318 0.03 55 0 

13 12824 2640 0.03 55 0 Break - Phase Break 

28Jan2009 Track: East Corridor - EB DUS to 0_8

28Jan2009 

Track: East Corridor - EB DUS to 0_8: Components 

Electrical Data For Track: East Corridor - EB DUS to 0_8 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 Phase Brk AT-1 Feeder Feeder - PBA-1 OB 12824 

2 100 500 Phase Break_ocsXferBus1 Feeder PBA -1 EB 12824 

Graph

Track Data For Track: East Corridor - EB MP 0_8 to 6 




Description: 


MP 0.8 to 6.0 


1 12824 0 0.03 55 0 Break - Phase Break 

2 13099 275 0.03 55 0 

3 13352 528 0.03 55 0 

4 13458 634 0.03 55 0 

5 13801 977 0.12 55 0 

6 13933 1109 0.32 55 0 

7 14065 1241 0.51 55 0 

8 14202 1378 0.61 55 0 

9 14857 2033 0.61 55 0 

10 15644 2820 0.61 55 0 

11 16599 3775 0.53 55 0 

12 16731 3907 0.36 55 0 

13 16868 4044 0.20 55 0 

14 17000 4176 0.11 55 0 

15 17212 4388 0.11 30 0 

16 17697 4873 0.11 30 0 

17 18347 5523 0.11 0 40th and 40th 35 

18 19002 6178 0.11 30 0 

19 19804 6980 0.11 30 0 

20 20601 7777 0.07 30 0 

21 20733 7909 -0.02 30 0 

22 20865 8041 -0.10 30 0 

23 20997 8173 -0.14 30 0 

24 22201 9377 0.00 30 0 

25 22333 9509 0.29 30 0 

26 22465 9641 0.58 30 0 

27 22603 9779 0.69 30 0 

28 22671 9847 0.69 20 0 

29 23363 10539 0.69 20 0 

30 23490 10666 0.69 20 0 

31 24150 11326 0.69 30 0 

32 24899 12075 0.82 30 0 

33 25031 12207 1.00 30 0 

34 25169 12345 1.19 30 0 

35 25301 12477 1.28 30 0 

36 26299 13475 1.17 30 0 

37 26388 13564 1.17 30 0 

38 26436 13612 0.96 30 0 

39 26568 13744 0.74 30 0 

40 26679 13855 0.74 30 0 

41 26700 13876 0.63 30 0 

42 26774 13950 0.63 30 0 

43 27064 14240 0.63 30 0 

44 27571 14747 0.63 0 Colorado Boulevard 35 

45 28073 15249 0.63 60 0 

46 28342 15518 0.63 60 0 

47 28453 15629 0.63 60 0 

48 28759 15935 0.63 60 0 

49 29213 16389 0.63 60 0 

50 30100 17276 0.58 60 0 

51 30232 17408 0.48 60 0 

52 30369 17545 0.38 60 0 

53 30501 17677 0.33 60 0 

28Jan2009 Track: East Corridor - EB MP 0_8 to 6


54 30765 17941 0.33 60 0 

55 32402 19578 0.36 60 0 

56 32534 19710 0.44 60 0 

57 32666 19842 0.52 60 0 

58 32798 19974 0.56 60 0 

59 34166 21342 0.56 60 0 

60 34541 21717 0.56 60 0 

61 34725 21901 0.56 60 0 

62 35058 22234 0.56 60 0 

63 36399 23575 0.44 60 0 

64 36531 23707 0.22 60 0 

65 36668 23844 -0.01 60 0 

66 36800 23976 -0.12 60 0 

67 40301 27477 -0.10 60 0 Break - Sandown SS

28Jan2009 

Track: East Corridor - EB MP 0_8 to 6: Components 

Electrical Data For Track: East Corridor - EB MP 0_8 to 6 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(miles) 

1 100 500 Phase Brk AT-2 Feeder Feeder - PBA-2 OB 2.4288 

2 100 500 Phase Break_ocsXferBus2 Feeder PBA -2 EB 2.4288 

3 

4 100 500 Sandown SS_ocsBus1 Feeder Feeder - Sandown SS OB-1 7.6328 

Graph

Track Data For Track: East Corridor - EB MP 6 to 13_1 




Description: 


MP 6 to 13.1 


1 40301 0 -0.10 60 0 Break - Sandown SS 

2 40438 137 -0.07 60 0 

3 40565 264 -0.04 60 0 

4 40702 401 -0.03 60 0 

5 40724 423 -0.03 60 0 

6 41003 702 -0.03 60 0 

7 41521 1220 -0.03 60 0 

8 42302 2001 -0.03 0 Central Park Boulevard 35 

9 44103 3802 -0.29 79 0 

10 44235 3934 -0.81 79 0 

11 44367 4066 -1.33 79 0 

12 44499 4198 -1.59 79 0 

13 44800 4499 -1.25 79 0 

14 44969 4668 -0.56 79 0 

15 45132 4831 0.13 79 0 

16 45301 5000 0.48 79 0 

17 46901 6600 0.46 79 0 

18 47033 6732 0.43 79 0 

19 47165 6864 0.39 79 0 

20 47302 7001 0.38 79 0 

21 48902 8601 0.44 79 0 

22 49034 8733 0.56 79 0 

23 49166 8865 0.68 79 0 

24 49298 8997 0.74 79 0 

25 52102 11801 0.66 79 0 

26 52234 11933 0.50 79 0 

27 52366 12065 0.33 79 0 

28 52498 12197 0.25 79 0 

29 55481 15180 0.25 0 Peoria 35 

30 55502 15201 0.38 70 0 

31 55634 15333 0.65 70 0 

32 55766 15465 0.91 70 0 

33 55898 15597 1.04 70 0 

34 57202 16901 0.88 70 0 

35 57334 17033 0.57 70 0 

36 57466 17165 0.25 70 0 

37 57598 17297 0.10 70 0 

38 58940 18639 0.10 79 0 

39 60302 20001 0.19 79 0 

40 60413 20112 0.19 79 0 

41 60434 20133 0.39 79 0 

42 60566 20265 0.59 79 0 

43 60698 20397 0.69 79 0 

44 60840 20539 0.69 79 0 

45 61099 20798 0.69 79 0 

46 62303 22002 0.65 79 0 

47 62435 22134 0.57 79 0 

48 62567 22266 0.50 79 0 

49 62699 22398 0.47 79 0 

50 65856 25555 0.47 65 0 

51 65899 25598 0.51 65 0 

52 66036 25735 0.61 65 0 

53 66163 25862 0.71 65 0 

28Jan2009 Track: East Corridor - EB MP 6 to 13_1


54 66273 25972 0.71 65 0 

55 66300 25999 0.76 65 0 

56 66580 26279 0.76 65 0 

57 68623 28322 0.76 65 0 

58 69051 28750 1.30 65 0 

59 69214 28913 2.38 65 0 

60 69383 29082 3.46 65 0 

61 69552 29251 4.00 65 0 

62 69822 29521 4.00 65 0 

63 69927 29626 4.00 35 0 

64 70075 29774 3.31 35 0 

65 70292 29991 1.93 35 0 

66 70508 30207 0.55 35 0 

67 70724 30423 -0.14 35 0 

68 71353 31052 -0.14 60 0 

69 73296 32995 -0.14 60 0 

70 73850 33549 -0.70 60 0 

71 74035 33734 -1.82 60 0 

72 74215 33914 -2.94 60 0 

73 74399 34098 -3.50 60 0 

74 74574 34273 -3.50 60 0 

75 75049 34748 -2.91 60 0 

76 75218 34917 -1.73 60 0 

77 75381 35080 -0.55 60 0 

78 75550 35249 0.04 60 0 

79 75820 35519 0.04 0 40th and Airport 35 

80 77024 36723 0.04 60 0 

81 77150 36849 -0.03 60 0 

82 77219 36918 -0.18 60 0 

83 77288 36987 -0.33 60 0 

84 77351 37050 -0.40 75 0 

85 77768 37467 -0.40 75 0 PS-1 location

28Jan2009 

Track: East Corridor - EB MP 6 to 13_1: Components 

Electrical Data For Track: East Corridor - EB MP 6 to 13_1 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 Sandown SS_ocsBus2 Feeder Feeder - Sandown SS OB-2 40301.2 

2 

3 100 500 PS-1 Feeder PS-1 EB 77768.1 

4 

5 1 6000 77768.1East Corridor - EB MP 13_1 to 17_5 Connector Connect to MP 13_1 to 17_5 - E 77768.1 

Graph

Track Data For Track: East Corridor - EB MP 13_1 to 17_5 




Description: 


MP 13.1 to 17.5 


1 77768 0 -0.40 75 0 

2 78819 1051 -0.40 75 0 

3 79093 1325 -0.40 75 0 

4 81168 3400 -0.40 75 0 

5 81300 3532 -0.47 75 0 

6 81432 3664 -0.60 75 0 

7 81570 3802 -0.74 75 0 

8 81702 3934 -0.80 75 0 

9 81760 3992 -0.80 79 0 

10 85049 7281 -0.58 79 0 

11 85181 7413 -0.13 79 0 

12 85318 7550 0.32 79 0 

13 85450 7682 0.54 79 0 

14 85572 7804 0.54 79 0 

15 86448 8680 0.25 79 0 

16 86617 8849 -0.34 79 0 

17 86786 9018 -0.92 79 0 

18 86834 9066 -0.92 79 0 

19 86950 9182 -1.21 79 0 

20 89300 11532 -1.00 79 0 

21 89432 11664 -0.56 79 0 

22 89569 11801 -0.11 79 0 

23 89701 11933 0.11 79 0 

24 90730 12962 0.11 0 64th Avenue Station Option 1 35 

25 93692 15924 0.11 70 0 

26 96449 18681 -0.15 70 0 

27 96618 18850 -0.66 70 0 

28 96781 19013 -1.16 70 0 

29 96950 19182 -1.42 70 0 

30 98276 20508 -1.09 70 0 

31 98444 20676 -0.44 70 0 

32 98608 20840 0.22 70 0 

33 98635 20867 0.22 70 0 

34 98777 21009 0.54 70 0 

35 100398 22630 0.58 70 0 

36 100535 22767 0.67 70 0 

37 100667 22899 0.75 70 0 

38 100799 23031 0.79 70 0 

39 101000 23232 0.79 70 0 PS-2 location 

28Jan2009 Track: East Corridor - EB MP 13_1 to 17_5

28Jan2009 

Track: East Corridor - EB MP 13_1 to 17_5: Components 

Electrical Data For Track: East Corridor - EB MP 13_1 to 17_5 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 PS-2 Feeder PS-2 EB 101000.1 

2 

3 1 6000 101000.1 East Corridor - EB MP 17_5 to 23 Connector Connect to MP 17_5 to 23 - EB 101000.1 

Graph

Track Data For Track: East Corridor - EB MP 17_5 to 23 




Description: 


MP 17.5 to 23 


1 101000 0 0.79 70 0 

2 103651 2651 0.79 0 72nd and Himalaya (Highpoint) Option 2 35 

3 104448 3448 1.23 79 0 

4 104670 3670 2.13 79 0 

5 104886 3886 3.03 79 0 

6 105103 4103 3.48 79 0 

7 105377 4377 2.57 79 0 

8 105731 4731 2.57 79 0 

9 105794 4794 0.76 79 0 

10 106206 5206 -1.06 79 0 

11 106623 5623 -1.96 79 0 

12 108450 7450 -1.41 79 0 

13 108735 7735 -0.31 79 0 

14 108983 7983 -0.31 79 0 

15 109015 8015 0.79 79 0 

16 109300 8300 1.34 79 0 

17 109802 8802 0.70 79 0 

18 110134 9134 -0.58 79 0 

19 110298 9298 -0.58 79 0 

20 110467 9467 -1.86 79 0 

21 110800 9800 -2.50 79 0 

22 111602 10602 -1.84 79 0 

23 111935 10935 -0.52 79 0 

24 112268 11268 0.79 79 0 

25 112600 11600 1.45 79 0 

26 113572 12572 1.45 79 0 

27 116998 15998 1.23 79 0 

28 117167 16167 0.79 79 0 

29 117331 16331 0.36 79 0 

30 117500 16500 0.14 79 0 

31 118350 17350 0.08 79 0 

32 118482 17482 -0.03 79 0 

33 118619 17619 -0.15 79 0 

34 118751 17751 -0.21 79 0 

35 119348 18348 -0.48 79 0 

36 119549 18549 -1.04 79 0 

37 119749 18749 -1.59 79 0 

38 119950 18950 -1.87 79 0 

39 120800 19800 -1.64 79 0 

40 120932 19932 -1.18 79 0 

41 121069 20069 -0.73 79 0 

42 121201 20201 -0.50 79 0 

43 125251 24251 -0.14 79 0 

44 125415 24415 0.58 79 0 

45 125584 24584 1.29 79 0 

46 125753 24753 1.65 79 0 

47 125969 24969 1.65 40 0 

48 126249 25249 1.33 40 0 

49 126386 25386 0.69 40 0 

50 126465 25465 0.69 40 0 

51 126518 25518 0.05 40 0 

52 126650 25650 -0.27 40 0 

53 127025 26025 -0.87 40 0 

28Jan2009 Track: East Corridor - EB MP 17_5 to 23


54 127125 26125 -2.08 40 0 

55 127178 26178 -2.08 40 0 

56 127226 26226 -3.28 40 0 

57 127326 26326 -3.88 40 0 

58 127548 26548 -3.33 40 0 

59 127648 26648 -2.23 40 0 

60 127748 26748 -1.12 40 0 

61 127849 26849 -0.57 40 0 

62 128577 27577 -0.57 15 0 

63 128699 27699 0.19 15 0 

64 128783 27783 1.71 15 0 

65 128868 27868 3.24 15 0 

66 128952 27952 4.00 15 0 

67 129127 28127 3.33 15 0 

68 129190 28190 2.00 15 0 

69 129259 28259 0.67 15 0 

70 129327 28327 0.00 15 0 

71 129612 28612 0.00 0 DIA 35 

72 130014 29014 0.00 15 0

28Jan2009 

Track: East Corridor - EB MP 17_5 to 23: Components 

Electrical Data For Track: East Corridor - EB MP 17_5 to 23 



OCS Base Voltage: 25 kV

Track Data For Track: Gold Line - EB MP 11_3 to 11_2 


Distance: 500 


Description: 

Double Track Area from 603+60 to 598+60 (MP 

11.29 to 11.2) 


1 60360 0 -0.98 30 0 End of Gold Line 

2 59860 500 0.98 30 0 PS-3 location 

28Jan2009 Track: Gold Line - EB MP 11_3 to 11_2

28Jan2009 

Track: Gold Line - EB MP 11_3 to 11_2: Components 

Electrical Data For Track: Gold Line - EB MP 11_3 to 11_2 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 PS-3 Feeder PS-3 EB 59859.9 

2 

3 1 6000 59859.9 Gold Line - EB MP 11_2 to 9 Connector Connect to MP 11_2 to 9 - EB 59859.9 

Graph

Track Data For Track: Gold Line - EB MP 11_2 to 9 




Description: 


11.2 to 8.92) 


1 59860 0 -0.98 30 0 

2 59438 422 -0.98 30 0 

3 59318 542 -0.98 30 0 

4 58980 880 -0.98 0 Ward Rd 30 

5 58880 980 -0.98 70 0 

6 58276 1584 -0.98 70 0 

7 58188 1672 -0.90 70 0 

8 58088 1772 -0.72 70 0 

9 57988 1872 -0.55 70 0 

10 57973 1887 -0.55 70 0 

11 57888 1972 -0.46 70 0 

12 57463 2397 -0.49 70 0 

13 57396 2464 -0.55 70 0 

14 57330 2530 -0.62 70 0 

15 57263 2597 -0.65 70 0 

16 56103 3757 -0.65 70 0 

17 55996 3864 -0.65 70 0 

18 55929 3931 -0.65 70 0 

19 55890 3970 -0.65 70 0 

20 55863 3997 -0.64 70 0 

21 55796 4064 -0.64 70 0 

22 55185 4675 -0.64 70 0 

23 54595 5265 -0.64 70 0 

24 54312 5548 -0.65 70 0 

25 54145 5715 -0.68 70 0 

26 53979 5881 -0.70 70 0 

27 53812 6048 -0.72 70 0 

28 53439 6421 -0.72 30 0 

29 53337 6523 -0.72 30 0 

30 53029 6831 -0.72 30 0 

31 52927 6933 -0.72 30 0 

32 52590 7270 -0.72 0 Arvada Ridge 30 

33 52490 7370 -0.72 30 0 

34 52255 7605 -0.72 30 0 

35 52020 7840 -0.72 50 0 

36 51657 8203 -0.83 50 0 

37 51591 8269 -1.05 50 0 

38 51524 8336 -1.27 50 0 

39 51457 8403 -1.38 50 0 

40 50372 9488 -1.38 50 0 

41 49565 10295 -1.38 50 0 

42 49480 10380 -1.30 50 0 

43 49297 10563 -1.14 50 0 

44 49113 10747 -0.98 50 0 

45 48930 10930 -0.90 50 0 

46 48757 11103 -0.89 50 0 

47 48590 11270 -0.86 50 0 

48 48424 11436 -0.83 50 0 

49 48341 11519 -0.83 50 0 

50 48257 11603 -0.82 50 0 

51 48174 11686 -0.82 50 0 

52 48015 11845 -0.82 50 0 

53 47850 12010 0.82 50 0 Single Track to Double Track 

28Jan2009 Track: Gold Line - EB MP 11_2 to 9

28Jan2009 

Track: Gold Line - EB MP 11_2 to 9: Components 

Electrical Data For Track: Gold Line - EB MP 11_2 to 9 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 47850 Gold Line - Single Track MP 7 to 9 Connector Connect to ST MP 7 to 9 - EB 47850 

Graph

Track Data For Track: Gold Line - Single Track MP 7 to 9{-R-} 



Elevation Change: -94 

Description: 

Single Track area from 381+00 to 478+50 (MP 

7.08 to 8.92) 


1 47850 0 -0.82 50 0 End of Single Track Area 

2 47848 2 -0.82 50 0 

3 47550 300 -0.82 50 0 

4 47133 717 -0.89 50 0 

5 47066 784 -1.02 50 0 

6 47013 837 -1.02 50 0 

7 47000 850 -1.15 50 0 

8 46933 917 -1.21 50 0 

9 46420 1430 -1.12 50 0 

10 46354 1496 -0.95 50 0 

11 46287 1563 -0.77 50 0 

12 46247 1603 -0.77 50 0 

13 46220 1630 -0.69 50 0 

14 46071 1779 -0.69 50 0 

15 44878 2972 -0.76 50 0 

16 44778 3072 -0.91 50 0 

17 44678 3172 -1.06 50 0 

18 44578 3272 -1.13 50 0 

19 44345 3505 -1.05 50 0 

20 44278 3572 -0.89 50 0 

21 44212 3638 -0.73 50 0 

22 44145 3705 -0.65 50 0 

23 44129 3721 -0.65 30 0 

24 44024 3826 -0.65 30 0 

25 43700 4150 -0.65 0 Olde Town 30 

26 43600 4250 -0.65 30 0 

27 43369 4481 -0.65 30 0 

28 43274 4576 -0.69 30 0 

29 43228 4622 -0.69 65 0 

30 43208 4642 -0.76 65 0 

31 43141 4709 -0.83 65 0 

32 43074 4776 -0.86 65 0 

33 42492 5358 -0.91 65 0 

34 42442 5408 -0.99 65 0 

35 42392 5458 -1.07 65 0 

36 42342 5508 -1.11 65 0 

37 42186 5664 -1.08 65 0 

38 42103 5747 -1.02 65 0 

39 42019 5831 -0.97 65 0 

40 41936 5914 -0.94 65 0 

41 41688 6162 -0.94 65 0 

42 41475 6375 -0.94 65 0 

43 40793 7057 -0.94 65 0 

44 40551 7299 -0.94 65 0 

45 40289 7561 -1.00 65 0 

46 40222 7628 -1.12 65 0 

47 40156 7694 -1.24 65 0 

48 40089 7761 -1.30 65 0 

49 38969 8881 -1.30 30 0 

50 38809 9041 -1.30 30 0 

51 38352 9498 -1.30 30 0 

52 38252 9598 -1.30 30 0 

53 38100 9750 1.30 30 0 Start of Single Track Area 

28Jan2009 

Track: Gold Line - Single Track MP 7 to 9{-R-}

Track Data For Track: Gold Line - EB MP 7 to 6_7 




Description: 


7.08 to 6.7) 


1 38100 0 -1.30 30 0 Double Track to Single Track 

2 37948 152 -0.41 30 0 

3 37881 219 1.35 30 0 

4 37814 286 3.12 30 0 

5 37748 352 4.00 30 0 

6 37436 664 4.00 30 0 

7 37329 771 4.00 30 0 

8 37085 1015 2.67 30 0 

9 36985 1115 0.01 30 0 

10 36949 1151 0.01 30 0 

11 36885 1215 -2.65 30 0 

12 36785 1315 -3.98 30 0 

13 36712 1388 -3.98 30 0 

14 36011 2089 3.98 30 0 

28Jan2009 Track: Gold Line - EB MP 7 to 6_7

28Jan2009 

Track: Gold Line - EB MP 7 to 6_7: Components 

Electrical Data For Track: Gold Line - EB MP 7 to 6_7 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 36011 Gold Line - EB MP 6_7 to 2 Connector Connect to MP 6_7 to 2 - EB 36011 

Graph

Track Data For Track: Gold Line - EB MP 6_7 to 2 




Description: 


6.7 to 2) 


1 36011 0 -3.56 30 0 

2 35945 66 -2.73 30 0 

3 35878 133 -1.89 30 0 

4 35811 200 -0.71 30 0 

5 34840 1171 -0.71 30 0 

6 34703 1308 -0.71 30 0 

7 34650 1361 -0.71 0 Sheridan 30 

8 34550 1461 -0.71 30 0 

9 34351 1660 0.00 30 0 

10 34285 1726 -0.94 30 0 

11 34271 1740 -0.94 30 0 

12 34218 1793 -0.59 30 0 

13 34171 1840 -0.59 70 0 

14 34151 1860 -0.41 70 0 

15 33273 2738 -0.45 70 0 

16 33173 2838 -0.53 70 0 

17 33073 2938 -0.62 70 0 

18 32973 3038 -0.66 70 0 

19 32363 3648 -0.66 70 0 

20 31465 4546 -0.66 70 0 

21 30077 5934 -0.54 70 0 

22 29993 6018 -0.29 70 0 

23 29910 6101 -0.04 70 0 

24 29827 6184 0.08 70 0 

25 29508 6503 0.17 70 0 

26 29408 6603 0.35 70 0 

27 29308 6703 0.53 70 0 

28 29208 6803 0.62 70 0 

29 27685 8326 0.43 70 0 

30 27637 8374 0.43 40 0 

31 27585 8426 0.06 40 0 

32 27537 8474 0.06 40 0 

33 27485 8526 -0.31 40 0 

34 27435 8576 -0.31 0 Federal 30 

35 27410 8601 -0.31 40 0 

36 27385 8626 -0.50 40 0 

37 27088 8923 -0.50 40 0 

38 26988 9023 -0.50 40 0 

39 24935 11076 -1.05 40 0 

40 24843 11168 -1.05 30 0 

41 24835 11176 -2.16 30 0 

42 24735 11276 -3.27 30 0 

43 24726 11285 -3.27 30 0 

44 24635 11376 -3.83 30 0 

45 24170 11841 -3.14 30 0 

46 24070 11941 -1.76 30 0 

47 24003 12008 -1.76 30 0 

48 23970 12041 -0.37 30 0 

49 23870 12141 0.32 30 0 

50 23772 12239 0.32 30 0 

51 22369 13642 0.32 30 0 

52 22250 13761 0.20 30 0 

53 22201 13810 0.20 30 0 

28Jan2009 Track: Gold Line - EB MP 6_7 to 2


54 22150 13861 -0.04 30 0 

55 22050 13961 -0.29 30 0 

56 21950 14061 -0.41 30 0 

57 21187 14824 -0.41 30 0 

58 21087 14924 -0.41 30 0 

59 20700 15311 -0.41 0 Pecos 30 

60 20600 15411 -0.41 30 0 

61 20330 15681 0.32 30 0 

62 20263 15748 1.80 30 0 

63 20197 15814 3.26 30 0 

64 20157 15854 3.26 30 0 

65 20130 15881 4.00 55 0 

66 19432 16579 4.00 55 0 

67 18705 17306 2.71 55 0 

68 18205 17806 0.13 55 0 

69 17925 18086 0.13 55 0 

70 17705 18306 -2.44 55 0 

71 17205 18806 -3.73 55 0 

72 17172 18839 -3.73 70 0 

73 16430 19581 -3.13 70 0 

74 16197 19814 -1.92 70 0 

75 15963 20048 -0.71 70 0 

76 15730 20281 -0.10 70 0 

77 14970 21041 -0.02 70 0 

78 14870 21141 0.14 70 0 

79 14770 21241 0.29 70 0 

80 14670 21341 0.37 70 0 

81 14624 21387 0.37 70 0 

82 14392 21619 0.37 70 0 

83 13534 22477 0.37 70 0 

84 13240 22771 0.19 70 0 

85 13140 22871 -0.19 70 0 

86 13040 22971 -0.57 70 0 

87 12940 23071 -0.76 70 0 

88 12808 23203 -0.76 70 0 

89 11895 24116 0.04 70 0 

90 11867 24144 0.04 70 0 

91 11615 24396 1.62 70 0 

92 11335 24676 3.21 70 0 

93 11318 24693 -3.21 70 0 Break - Argo SS

28Jan2009 

Track: Gold Line - EB MP 6_7 to 2: Components 

Electrical Data For Track: Gold Line - EB MP 6_7 to 2 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 Argo SS_ocsBus1 Feeder Feeder - Argo SS IB-1 11318 

Graph

Track Data For Track: Gold Line - EB MP 2 to 1_5 




Description: 


2 to 1.5) 


1 11318 0 3.21 70 0 Break - Argo SS 

2 11055 263 4.00 70 0 

3 10740 578 2.67 70 0 

4 10270 1048 0.00 70 0 

5 10186 1132 0.00 70 0 

6 9976 1342 0.00 70 0 

7 9800 1518 -2.67 70 0 

8 9330 1988 -4.00 70 0 

9 9055 2263 -3.50 70 0 

10 8872 2446 -2.50 70 0 

11 8688 2630 -1.50 70 0 

12 8661 2657 1.50 70 0 

28Jan2009 Track: Gold Line - EB MP 2 to 1_5

28Jan2009 

Track: Gold Line - EB MP 2 to 1_5: Components 

Electrical Data For Track: Gold Line - EB MP 2 to 1_5 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 Argo SS_ocsBus2 Feeder Feeder - Argo SS IB-2 11318 

2 

3 1 6000 8661 Gold Line - EB MP 1_5 to DUS Connector Connect to MP 1_5 to DUS - EB 8661 

Graph

Track Data For Track: Gold Line - EB MP 1_5 to DUS 




Description: 

Double Track Area from 86+61 (MP 1.5) to DUS 


1 8661 0 -1.50 70 0 

2 8645 16 -1.50 50 0 

3 8545 116 -1.50 50 0 

4 8505 156 -1.00 50 0 

5 8225 436 -1.00 0 41st Ave 30 

6 8125 536 -1.00 35 0 

7 7593 1068 -1.00 35 0 

8 7493 1168 -1.00 45 0 

9 7091 1570 -1.00 45 0 

10 7020 1641 -1.24 45 0 

11 6887 1774 -1.73 45 0 

12 6786 1875 -1.73 45 0 

13 6753 1908 -2.22 45 0 

14 6620 2041 -2.46 45 0 

15 6021 2640 -2.46 45 0 

16 5945 2716 -1.52 45 0 

17 5678 2983 0.38 45 0 

18 5571 3090 0.38 45 0 

19 5412 3249 2.27 45 0 

20 5145 3516 3.22 45 0 

21 4758 3903 3.22 45 0 

22 4405 4256 2.15 45 0 

23 4308 4353 2.15 45 0 

24 4172 4489 0.00 45 0 

25 3938 4723 -2.14 45 0 

26 3705 4956 -3.21 45 0 

27 3564 5097 -3.21 45 0 

28 3467 5194 -3.21 45 0 

29 3044 5617 -3.21 15 0 

30 2844 5817 -3.21 15 0 

31 2835 5826 -2.17 15 0 

32 2768 5893 -0.09 15 0 

33 2702 5959 2.00 15 0 

34 2635 6026 3.05 15 0 

35 2540 6121 2.54 15 0 

36 2534 6127 2.54 15 0 

37 2473 6188 1.52 15 0 

38 2407 6254 0.51 15 0 

39 2399 6262 0.51 15 0 


28Jan2009 

Track: Gold Line - EB MP 1_5 to DUS

28Jan2009 

Track: Gold Line - EB MP 1_5 to DUS: Components 

Electrical Data For Track: Gold Line - EB MP 1_5 to DUS 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 13222.2 DUS - IB Gold Line Connector Connect to DUS IB - EB 2340.1 

Graph

Track Data For Track: DUS - IB Gold Line 




Description: 




2 13037 185 0.00 15 0 

3 13011 211 0.00 15 0 

4 12034 1188 0.00 15 0 


28Jan2009 

Track: DUS - IB Gold Line

28Jan2009 

Track: DUS - IB Gold Line: Components 

Electrical Data For Track: DUS - IB Gold Line 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 OCS Tie IB - OB_ocsXferBus1 Connector GL-Bus 1 IB 13222.2 

Graph

Track Data For Track: DUS - OB Gold Line 




Description: 




2 12034 396 0.00 15 0 

3 13011 1373 0.00 15 0 

4 13037 1399 -0.81 15 0 


28Jan2009 

Track: DUS - OB Gold Line

28Jan2009 

Track: DUS - OB Gold Line: Components 

Electrical Data For Track: DUS - OB Gold Line 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 2340.1 Gold Line - WB DUS to MP 1_5 Connector Connect to GL DUS to 1_5 - WB 13222.2 

2 

3 1 6000 OCS Tie IB - OB_ocsXferBus2 Connector GL-Bus 2 OB 13222.2 

Graph

Track Data For Track: Gold Line - WB DUS to MP 1_5 



Elevation Change: 36 

Description: 

Double Track Area from DUS to 86+61 (MP 1.5) 



2 2399 59 -0.51 15 0 

3 2407 67 -1.52 15 0 

4 2473 133 -2.54 15 0 

5 2534 194 -2.54 15 0 

6 2540 200 -3.05 15 0 

7 2635 295 -2.00 15 0 

8 2702 362 0.08 15 0 

9 2768 428 2.17 15 0 

10 2835 495 3.21 15 0 

11 2844 504 3.21 15 0 

12 3044 704 3.21 45 0 

13 3467 1127 3.21 45 0 

14 3564 1224 3.21 45 0 

15 3705 1365 2.14 45 0 

16 3938 1598 0.00 45 0 

17 4172 1832 -2.15 45 0 

18 4308 1968 -2.15 45 0 

19 4405 2065 -3.22 45 0 

20 4758 2418 -3.22 45 0 

21 5145 2805 -2.27 45 0 

22 5412 3072 -0.38 45 0 

23 5571 3231 -0.38 45 0 

24 5678 3338 1.52 45 0 

25 5945 3605 2.46 45 0 

26 6021 3681 2.46 45 0 

27 6620 4280 2.22 45 0 

28 6753 4413 1.73 45 0 

29 6786 4446 1.73 45 0 

30 6887 4547 1.24 45 0 

31 7020 4680 1.00 45 0 

32 7091 4751 1.00 45 0 

33 7493 5153 1.00 35 0 

34 7593 5253 1.00 35 0 

35 8225 5885 1.00 0 41st Ave 30 

36 8505 6165 1.50 50 0 

37 8545 6205 1.50 50 0 

38 8645 6305 1.50 70 0 

39 8661 6321 1.50 70 0 

28Jan2009 Track: Gold Line - WB DUS to MP 1_5

28Jan2009 

Track: Gold Line - WB DUS to MP 1_5: Components 

Electrical Data For Track: Gold Line - WB DUS to MP 1_5 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 8660.8 Gold Line - WB MP 1_5 to 2 Connector Connect to MP 1_5 to 2 - WB 8660.8 

Graph

Track Data For Track: Gold Line - WB MP 1_5 to 2 




Description: 


1.5 to 2) 


1 8661 0 1.50 70 0 

2 8688 27 2.50 70 0 

3 8872 211 3.50 70 0 

4 9055 394 4.00 70 0 

5 9330 669 2.67 70 0 

6 9800 1139 0.00 70 0 

7 9976 1315 0.00 70 0 

8 10186 1525 0.00 70 0 

9 10270 1609 -2.67 70 0 

10 10740 2079 -4.00 70 0 

11 11055 2394 -3.21 70 0 

12 11318 2657 -3.21 70 0 Break - Argo SS 

28Jan2009 Track: Gold Line - WB MP 1_5 to 2

28Jan2009 

Track: Gold Line - WB MP 1_5 to 2: Components 

Electrical Data For Track: Gold Line - WB MP 1_5 to 2 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 Argo SS_ocsBus2 Feeder Feeder - Argo SS OB-2 11318.2 

Graph

Track Data For Track: Gold Line - WB MP 2 to 6_7 




Description: 


2 to 6.7) 


1 11318 0 -3.21 70 0 Break - Argo SS 

2 11335 17 -1.62 70 0 

3 11615 297 -0.04 70 0 

4 11867 549 -0.04 70 0 

5 11895 577 0.76 70 0 

6 12808 1490 0.76 70 0 

7 12940 1622 0.57 70 0 

8 13040 1722 0.19 70 0 

9 13140 1822 -0.19 70 0 

10 13240 1922 -0.37 70 0 

11 13534 2216 -0.37 70 0 

12 14392 3074 -0.37 70 0 

13 14624 3306 -0.37 70 0 

14 14670 3352 -0.29 70 0 

15 14770 3452 -0.14 70 0 

16 14870 3552 0.02 70 0 

17 14970 3652 0.10 70 0 

18 15730 4412 0.71 70 0 

19 15963 4645 1.92 70 0 

20 16197 4879 3.13 70 0 

21 16430 5112 3.73 70 0 

22 17172 5854 3.73 55 0 

23 17205 5887 2.44 55 0 

24 17705 6387 -0.13 55 0 

25 17925 6607 -0.13 55 0 

26 18205 6887 -2.71 55 0 

27 18705 7387 -4.00 55 0 

28 19432 8114 -4.00 55 0 

29 20130 8812 -3.26 30 0 

30 20157 8839 -3.26 30 0 

31 20197 8879 -1.80 30 0 

32 20263 8945 -0.32 30 0 

33 20330 9012 0.41 30 0 

34 20700 9382 0.41 0 Pecos 30 

35 21087 9769 0.41 30 0 

36 21187 9869 0.41 30 0 

37 21950 10632 0.29 30 0 

38 22050 10732 0.04 30 0 

39 22150 10832 -0.20 30 0 

40 22201 10883 -0.20 30 0 

41 22250 10932 -0.32 30 0 

42 22369 11051 -0.32 30 0 

43 23772 12454 -0.32 30 0 

44 23870 12552 0.37 30 0 

45 23970 12652 1.76 30 0 

46 24003 12685 1.76 30 0 

47 24070 12752 3.14 30 0 

48 24170 12852 3.83 30 0 

49 24635 13317 3.27 30 0 

50 24726 13408 3.27 30 0 

51 24735 13417 2.16 30 0 

52 24835 13517 1.05 30 0 

53 24843 13525 1.05 40 0 

28Jan2009 Track: Gold Line - WB MP 2 to 6_7


54 24935 13617 0.50 40 0 

55 26988 15670 0.50 40 0 

56 27088 15770 0.50 40 0 

57 27385 16067 0.31 40 0 

58 27435 16117 0.31 0 Federal 30 

59 27485 16167 -0.06 40 0 

60 27537 16219 -0.06 40 0 

61 27585 16267 -0.43 40 0 

62 27637 16319 -0.43 70 0 

63 27685 16367 -0.62 70 0 

64 29208 17890 -0.53 70 0 

65 29308 17990 -0.35 70 0 

66 29408 18090 -0.17 70 0 

67 29508 18190 -0.08 70 0 

68 29827 18509 0.04 70 0 

69 29910 18592 0.29 70 0 

70 29993 18675 0.54 70 0 

71 30077 18759 0.66 70 0 

72 31465 20147 0.66 70 0 

73 32363 21045 0.66 70 0 

74 32973 21655 0.62 70 0 

75 33073 21755 0.53 70 0 

76 33173 21855 0.45 70 0 

77 33273 21955 0.41 70 0 

78 34151 22833 0.59 70 0 

79 34171 22853 0.59 30 0 

80 34218 22900 0.94 30 0 

81 34271 22953 0.94 30 0 

82 34285 22967 0.00 30 0 

83 34351 23033 0.71 30 0 

84 34650 23332 0.71 0 Sheridan 30 

85 34703 23385 0.71 30 0 

86 34840 23522 0.71 30 0 

87 35811 24493 1.89 30 0 

88 35878 24560 2.73 30 0 

89 35945 24627 3.56 30 0 

90 36011 24693 3.98 30 0

28Jan2009 

Track: Gold Line - WB MP 2 to 6_7: Components 

Electrical Data For Track: Gold Line - WB MP 2 to 6_7 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 Argo SS_ocsBus1 Feeder Feeder - Argo SS OB-1 11318 

2 

3 1 6000 36011 Gold Line - WB MP 6_7 to 7 Connector Connect to MP 6_7 to 7 - WB 36011 

Graph

Track Data For Track: Gold Line - WB MP 6_7 to 7 




Description: 


6.7 to 7.08) 


1 36011 0 3.98 30 0 

2 36712 701 3.98 30 0 

3 36785 774 2.65 30 0 

4 36885 874 -0.01 30 0 

5 36949 938 -0.01 30 0 

6 36985 974 -2.67 30 0 

7 37085 1074 -4.00 30 0 

8 37329 1318 -4.00 30 0 

9 37436 1425 -4.00 30 0 

10 37748 1737 -3.12 30 0 

11 37814 1803 -1.35 30 0 

12 37881 1870 0.41 30 0 

13 37948 1937 1.30 30 0 

14 38100 2089 1.30 30 0 Double Track to Single Track 

28Jan2009 Track: Gold Line - WB MP 6_7 to 7

28Jan2009 

Track: Gold Line - WB MP 6_7 to 7: Components 

Electrical Data For Track: Gold Line - WB MP 6_7 to 7 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 38100 Gold Line - Single Track MP 7 to 9 Connector Connect to ST MP 7 to 9 - WB 38100 

Graph

Track Data For Track: Gold Line - Single Track MP 7 to 9 



Elevation Change: 94 

Description: 

Single Track area from 381+00 to 478+50 (MP 

7.08 to 8.92) 


1 38100 0 1.30 30 0 Start of Single Track Area 

2 38252 152 1.30 30 0 

3 38352 252 1.30 30 0 

4 38809 709 1.30 30 0 

5 38969 869 1.30 65 0 

6 40089 1989 1.24 65 0 

7 40156 2056 1.12 65 0 

8 40222 2122 1.00 65 0 

9 40289 2189 0.94 65 0 

10 40551 2451 0.94 65 0 

11 40793 2693 0.94 65 0 

12 41475 3375 0.94 65 0 

13 41688 3588 0.94 65 0 

14 41936 3836 0.97 65 0 

15 42019 3919 1.02 65 0 

16 42103 4003 1.08 65 0 

17 42186 4086 1.11 65 0 

18 42342 4242 1.07 65 0 

19 42392 4292 0.99 65 0 

20 42442 4342 0.91 65 0 

21 42492 4392 0.86 65 0 

22 43074 4974 0.83 65 0 

23 43141 5041 0.76 65 0 

24 43208 5108 0.69 65 0 

25 43228 5128 0.69 30 0 

26 43274 5174 0.65 30 0 

27 43369 5269 0.65 30 0 

28 43700 5600 0.65 0 Olde Town 30 

29 44024 5924 0.65 30 0 

30 44129 6029 0.65 50 0 

31 44145 6045 0.73 50 0 

32 44212 6112 0.89 50 0 

33 44278 6178 1.05 50 0 

34 44345 6245 1.13 50 0 

35 44578 6478 1.06 50 0 

36 44678 6578 0.91 50 0 

37 44778 6678 0.76 50 0 

38 44878 6778 0.69 50 0 

39 46071 7971 0.69 50 0 

40 46220 8120 0.77 50 0 

41 46247 8147 0.77 50 0 

42 46287 8187 0.95 50 0 

43 46354 8254 1.12 50 0 

44 46420 8320 1.21 50 0 

45 46933 8833 1.15 50 0 

46 47000 8900 1.02 50 0 

47 47013 8913 1.02 50 0 

48 47066 8966 0.89 50 0 

49 47133 9033 0.82 50 0 

50 47550 9450 0.82 50 0 

51 47848 9748 0.82 50 0 

52 47850 9750 0.82 50 0 End of Single Track Area 

28Jan2009 Track: Gold Line - Single Track MP 7 to 9

28Jan2009 

Track: Gold Line - Single Track MP 7 to 9: Components 

Electrical Data For Track: Gold Line - Single Track MP 7 to 9 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 47850 Gold Line - WB MP 9 to 11_2 Connector Connect to MP 9 to 11_2 - WB 47850 

2 

3 1 6000 38100 Gold Line - EB MP 7 to 6_7 Connector Connect to MP 7 to 6_7 - EB 38100 

Graph

Track Data For Track: Gold Line - WB MP 9 to 11_2 




Description: 


8.92 to 11.2) 


1 47850 0 0.82 50 0 Single Track to Double Track 

2 48015 165 0.82 50 0 

3 48174 324 0.82 50 0 

4 48257 407 0.83 50 0 

5 48341 491 0.83 50 0 

6 48424 574 0.86 50 0 

7 48590 740 0.89 50 0 

8 48757 907 0.90 50 0 

9 48930 1080 0.98 50 0 

10 49113 1263 1.14 50 0 

11 49297 1447 1.30 50 0 

12 49480 1630 1.38 50 0 

13 49565 1715 1.38 50 0 

14 50372 2522 1.38 50 0 

15 51457 3607 1.27 50 0 

16 51524 3674 1.05 50 0 

17 51591 3741 0.83 50 0 

18 51657 3807 0.72 50 0 

19 52020 4170 0.72 30 0 

20 52255 4405 0.72 30 0 

21 52590 4740 0.72 0 Arvada Ridge 30 

22 52927 5077 0.72 30 0 

23 53029 5179 0.72 30 0 

24 53337 5487 0.72 30 0 

25 53439 5589 0.72 70 0 

26 53812 5962 0.70 70 0 

27 53979 6129 0.68 70 0 

28 54145 6295 0.65 70 0 

29 54312 6462 0.64 70 0 

30 54595 6745 0.64 70 0 

31 55185 7335 0.64 70 0 

32 55796 7946 0.64 70 0 

33 55863 8013 0.65 70 0 

34 55890 8040 0.65 70 0 

35 55929 8079 0.65 70 0 

36 55996 8146 0.65 70 0 

37 56103 8253 0.65 70 0 

38 57263 9413 0.62 70 0 

39 57330 9480 0.55 70 0 

40 57396 9546 0.49 70 0 

41 57463 9613 0.46 70 0 

42 57888 10038 0.55 70 0 

43 57973 10123 0.55 70 0 

44 57988 10138 0.72 70 0 

45 58088 10238 0.90 70 0 

46 58188 10338 0.98 70 0 

47 58276 10426 0.98 70 0 

48 58980 11130 0.98 0 Ward Rd 30 

49 59318 11468 0.98 30 0 

50 59438 11588 0.98 30 0 

51 59860 12010 0.98 30 0 PS-3 location 

28Jan2009 Track: Gold Line - WB MP 9 to 11_2

28Jan2009 

Track: Gold Line - WB MP 9 to 11_2: Components 

Electrical Data For Track: Gold Line - WB MP 9 to 11_2 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 PS-3 Feeder PS-3 WB 59859.9 

2 

3 1 6000 59859.9 Gold Line - WB MP 11_2 to 11_3 Connector Connect to MP 11_2 to 11_3 - W 59859.9 

Graph

Track Data For Track: Gold Line - WB MP 11_2 to 11_3 


Distance: 500 


Description: 


11.2 to 11.29) 


1 59860 0 0.98 30 0 

2 60360 500 0.98 30 0 End of Gold Line 

28Jan2009 Track: Gold Line - WB MP 11_2 to 11_3

28Jan2009 

Track: Gold Line - WB MP 11_2 to 11_3: Components 

Electrical Data For Track: Gold Line - WB MP 11_2 to 11_3 




Track Data For Track: North Metro - Single Track MP 18_0 to 18_5{-R-} 




Description: 

Single Track Area from MP 18.0 to 18.5 


1 110163 0 0.82 0 162nd Ave 35 

2 110063 100 0.82 70 0 

3 109950 213 0.82 70 0 

4 109850 313 0.68 70 0 

5 109750 413 0.68 70 0 

6 107425 2738 0.68 70 0 

7 107325 2838 0.61 70 0 

8 107225 2938 -0.61 70 0 

28Jan2009 

Track: North Metro - Single Track MP 18_0 to 18_5{-R-}

Track Data For Track: North Metro - Single Track MP 13_9 to 18_0{-R-} 




Description: 



1 107225 0 0.61 70 0 

2 106575 650 0.60 70 0 

3 106475 750 0.80 70 0 

4 106443 782 0.80 70 0 

5 106375 850 0.79 70 0 

6 105600 1625 0.80 70 0 

7 105500 1725 1.19 70 0 

8 105400 1825 1.20 70 0 

9 105250 1975 1.20 70 0 

10 105200 2025 1.20 70 0 

11 104950 2275 1.19 70 0 

12 104850 2375 0.28 70 0 

13 104750 2475 0.28 70 0 

14 104050 3175 0.27 70 0 

15 103950 3275 0.83 70 0 

16 103850 3375 0.83 70 0 

17 103618 3607 0.83 70 0 

18 102950 4275 0.83 70 0 

19 102850 4375 0.62 70 0 

20 102781 4444 0.62 70 0 

21 102750 4475 0.63 70 0 

22 101157 6068 0.63 70 0 

23 101000 6225 0.59 70 0 

24 100700 6525 0.62 70 0 

25 100600 6625 0.69 70 0 

26 100500 6725 0.69 70 0 

27 100127 7098 0.69 70 0 

28 98675 8550 0.68 70 0 

29 98575 8650 0.82 70 0 

30 98475 8750 0.81 70 0 

31 98359 8866 0.81 55 0 

32 96820 10405 0.81 55 0 

33 96720 10505 0.39 55 0 

34 96622 10603 0.37 55 0 

35 96609 10616 0.37 55 0 

36 96219 11006 0.37 0 144th Ave 35 

37 96119 11106 0.37 70 0 

38 95520 11705 0.38 70 0 

39 95420 11805 0.83 70 0 

40 95320 11905 0.83 70 0 

41 94523 12702 0.83 70 0 

42 93475 13750 0.84 70 0 

43 93375 13850 0.58 70 0 

44 93275 13950 0.58 70 0 

45 92650 14575 0.58 70 0 

46 92550 14675 0.65 70 0 

47 92450 14775 0.65 70 0 

48 92420 14805 0.65 70 0 

49 91585 15640 0.65 70 0 

50 91485 15740 0.65 70 0 

51 91215 16010 0.68 70 0 

52 91180 16045 0.68 70 0 

53 91115 16110 0.63 70 0 

54 91080 16145 0.63 70 0 

55 91015 16210 0.63 70 0 

28Jan2009 

Track: North Metro - Single Track MP 13_9 to 18_0{-R-}


56 89370 17855 0.63 70 0 

57 89245 17980 0.75 70 0 

58 89120 18105 0.73 70 0 

59 87675 19550 0.73 70 0 

60 87575 19650 0.35 55 0 

61 87475 19750 0.35 55 0 

62 87025 20200 0.35 55 0 

63 86925 20300 1.00 55 0 

64 86525 20700 0.38 55 0 

65 86425 20800 0.38 55 0 

66 86069 21156 0.38 55 0 

67 85790 21435 0.38 55 0 

68 85690 21535 0.38 55 0 

69 85666 21559 0.41 55 0 

70 85566 21659 -0.41 55 0 Double to Single Track

Track Data For Track: North Metro - SB MP 13_9 to 11 




Description: 

Double Track Area from MP 13.9 to 11 


1 85566 0 0.54 55 0 Double to Single Track 

2 85466 100 0.52 55 0 

3 85306 260 0.52 55 0 

4 83600 1966 0.52 55 0 

5 83500 2066 0.17 55 0 

6 83400 2166 0.17 55 0 

7 83110 2456 0.17 0 124th Ave 35 

8 83010 2556 0.17 70 0 

9 82790 2776 0.17 70 0 

10 82275 3291 0.29 70 0 

11 82175 3391 0.42 70 0 

12 82075 3491 0.55 70 0 

13 81552 4014 0.55 70 0 

14 81300 4266 0.26 70 0 

15 81228 4338 -0.50 70 0 

16 81075 4491 -1.92 70 0 

17 80900 4666 -2.51 70 0 

18 80345 5221 -1.24 70 0 

19 80020 5546 1.26 70 0 

20 79695 5871 2.49 70 0 

21 79679 5887 2.49 70 0 

22 78965 6601 1.26 70 0 

23 78625 6941 -0.40 70 0 

24 78515 7051 -0.81 70 0 

25 76350 9216 -0.81 70 0 

26 76250 9316 -0.60 70 0 

27 76150 9416 -0.60 70 0 

28 75875 9691 -0.60 0 112th Ave. 35 

29 75775 9791 -0.60 65 0 

30 74800 10766 -0.60 65 0 

31 74700 10866 -0.60 65 0 

32 73871 11695 -0.60 65 0 

33 73700 11866 -0.59 65 0 

34 73600 11966 -1.92 65 0 

35 73500 12066 -1.92 65 0 

36 73263 12303 -1.53 65 0 

37 73163 12403 -0.42 65 0 

38 73063 12503 0.00 65 0 

39 72489 13077 -0.02 65 0 

40 72389 13177 -0.70 65 0 

41 72289 13277 -0.71 65 0 

42 72235 13331 -0.71 70 0 

43 71600 13966 -0.65 70 0 

44 71500 14066 0.00 70 0 

45 71400 14166 0.30 70 0 

46 70710 14856 0.29 70 0 

47 70610 14956 -0.20 70 0 

48 70510 15056 -0.60 70 0 

49 70235 15331 0.60 70 0 PS-5 location 

28Jan2009 Track: North Metro - SB MP 13_9 to 11

28Jan2009 

Track: North Metro - SB MP 13_9 to 11: Components 

Electrical Data For Track: North Metro - SB MP 13_9 to 11 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 PS-5 Feeder PS-5 SB 70235.1 

2 

3 1 6000 70235.1 North Metro - SB MP 11 to 4 Connector Connect to MP 11 to 4 - SB 70235.1 

Graph

Track Data For Track: North Metro - SB MP 11 to 4 




Description: 

Double Track Area from MP 11 to 4 


1 70235 0 -0.60 70 0 

2 69620 615 -0.55 70 0 

3 69470 765 -2.54 70 0 

4 69320 915 -2.50 70 0 

5 67965 2270 -1.91 70 0 

6 67800 2435 -0.58 70 0 

7 67642 2593 0.50 70 0 

8 67515 2720 0.98 70 0 

9 66825 3410 0.98 0 104th Ave 35 

10 66725 3510 0.98 45 0 

11 66441 3794 0.98 45 0 

12 65300 4935 0.62 45 0 

13 65141 5094 -0.59 45 0 

14 65000 5235 -0.87 45 0 

15 63696 6539 -0.87 70 0 

16 62980 7255 -0.87 70 0 

17 62880 7355 -0.62 70 0 

18 62780 7455 -0.62 70 0 

19 61553 8682 -0.63 70 0 

20 61475 8760 -0.63 70 0 

21 61453 8782 -1.13 70 0 

22 61353 8882 -1.13 70 0 

23 61325 8910 -1.13 70 0 

24 60660 9575 -1.13 70 0 

25 60560 9675 -0.25 70 0 

26 60460 9775 -0.04 70 0 

27 58525 11710 -0.06 70 0 

28 58425 11810 -0.43 70 0 

29 58325 11910 -0.43 70 0 

30 57750 12485 -0.43 70 0 

31 57650 12585 -0.79 70 0 

32 57550 12685 -0.75 70 0 

33 57184 13051 -0.75 0 88th Ave 35 

34 57084 13151 -0.75 70 0 

35 56335 13900 -0.75 70 0 

36 55951 14284 -0.75 70 0 

37 55851 14384 -0.18 70 0 

38 55751 14484 -0.18 70 0 

39 55438 14797 -0.18 70 0 

40 55338 14897 -0.57 70 0 

41 55238 14997 -0.56 70 0 

42 55067 15168 -0.57 70 0 

43 54967 15268 -1.28 70 0 

44 54864 15371 -1.33 70 0 

45 54762 15473 -0.52 70 0 

46 54662 15573 -0.52 70 0 

47 54182 16053 -0.53 70 0 

48 54082 16153 -0.86 70 0 

49 53982 16253 -0.85 70 0 

50 53699 16536 -0.86 70 0 

51 53599 16636 -0.92 70 0 

52 53499 16736 -0.93 70 0 

53 53313 16922 -0.93 70 0 

54 51841 18394 -0.69 70 0 

55 51742 18493 -0.62 70 0 

28Jan2009 Track: North Metro - SB MP 11 to 4


56 51640 18595 -0.57 70 0 

57 51192 19043 -0.56 70 0 

58 51092 19143 -0.43 70 0 

59 50992 19243 -0.42 70 0 

60 50523 19712 -0.32 70 0 

61 50423 19812 -0.97 70 0 

62 50322 19913 -1.07 70 0 

63 50225 20010 -1.07 70 0 

64 50175 20060 -1.07 70 0 

65 49758 20477 -1.05 70 0 

66 49658 20577 -0.46 70 0 

67 49558 20677 -0.46 70 0 

68 48285 21950 -0.47 70 0 

69 48185 22050 -0.65 70 0 

70 48085 22150 -0.65 70 0 

71 47571 22664 -0.32 70 0 

72 47474 22761 0.32 70 0 

73 47373 22862 0.77 70 0 

74 47135 23100 0.77 70 0 

75 46524 23711 0.77 70 0 

76 45276 24959 1.07 70 0 

77 45176 25059 1.73 70 0 

78 45076 25159 1.54 70 0 

79 44717=44200 25518 1.54 0 Commerce City (72nd Ave) 35 

80 44100 25618 1.54 35 0 

81 44071 25647 0.25 35 0 

82 44017 25701 0.81 35 0 

83 43447 26271 0.81 35 0 

84 43284 26434 0.60 35 0 

85 43186 26532 0.22 35 0 

86 43115 26603 -0.94 35 0 

87 43086 26632 -0.13 35 0 

88 42806 26912 -0.13 45 0 

89 40803 28915 -0.13 45 0 

90 39613 30105 -0.13 45 0 

91 39436 30282 -0.13 45 0 

92 38856 30862 -0.15 45 0 

93 38837 30881 -0.15 60 0 

94 38757 30961 0.00 60 0 

95 38657 31061 -0.02 60 0 

96 38130 31588 0.40 60 0 

97 37980 31738 1.21 60 0 

98 37831 31887 1.61 60 0 

99 37572 32146 1.61 60 0 

100 36721 32997 1.61 60 0 

101 36476 33242 1.61 60 0 

102 36118 33600 1.50 60 0 

103 35847 33871 0.60 60 0 

104 35701 34017 0.60 60 0 

105 35570 34148 0.37 60 0 

106 35081 34637 0.37 50 0 

107 34161 35557 0.64 50 0 

108 34061 35657 0.64 50 0 

109 33884 35834 1.31 50 0 

110 33610 36108 1.66 50 0


111 32876 36842 -1.66 50 0 PS-4 location

28Jan2009 

Track: North Metro - SB MP 11 to 4: Components 

Electrical Data For Track: North Metro - SB MP 11 to 4 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 PS-4 Feeder PS-4 SB 32875.9 

2 

3 1 6000 32875.9 North Metro - SB MP 4 to 1_5 Connector Connect to MP 4 to 1_5 -SB 32875.9 

Graph

Track Data For Track: North Metro - SB MP 4 to 1_5 




Description: 

Double Track Area from MP 4.0 to 1.5 (CRMF) 


1 32876 0 1.66 50 0 

2 32602 274 0.75 50 0 

3 32067 809 -0.48 50 0 

4 32002 874 -1.08 50 0 

5 31400 1476 -1.90 50 0 

6 31389 1487 -1.90 65 0 

7 30152 2724 -1.09 65 0 

8 29787 3089 1.00 65 0 

9 29450 3426 1.77 65 0 

10 29146 3730 1.35 65 0 

11 29047 3829 0.90 65 0 

12 28945 3931 0.41 65 0 

13 28319 4557 0.64 65 0 

14 28221 4655 -0.25 65 0 

15 28164 4712 -0.31 65 0 

16 28119 4757 -0.11 65 0 

17 27200 5676 -0.11 0 Brighton Blvd. 35 

18 27100 5776 -0.11 65 0 

19 26826 6050 -0.11 65 0 

20 26389 6487 -0.11 65 0 

21 25304 7572 -0.30 65 0 

22 25203 7673 -0.60 65 0 

23 25104 7772 -0.77 65 0 

24 25009 7867 -0.77 65 0 

25 24501 8375 0.32 65 0 

26 24480 8396 0.32 65 0 

27 24446 8430 -0.75 65 0 

28 24345 8531 -0.45 65 0 

29 24245 8631 -0.18 65 0 

30 24198 8678 -0.18 65 0 

31 23861 9015 -0.18 65 0 

32 21195 11681 -0.20 65 0 

33 21037 11839 0.20 65 0 

34 20890 11986 0.16 65 0 

35 19545 13331 -0.16 65 0 Break - Location of CRMF 

28Jan2009 Track: North Metro - SB MP 4 to 1_5

28Jan2009 

Track: North Metro - SB MP 4 to 1_5: Components 

Electrical Data For Track: North Metro - SB MP 4 to 1_5 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 19545 North Metro - SB MP 1_5 to DUS Connector Connect to MP 1_5 to DUS -SB 19545 

Graph

Track Data For Track: North Metro - SB MP 1_5 to DUS 




Description: 

Double Track Area from MP 1.5 CRMF to Break 

Point @ DUS 


1 19545 0 0.14 65 0 Break - Location of CRMF 

2 19444 101 0.14 65 0 

3 19344 201 0.47 65 0 

4 19064 481 0.32 65 0 

5 18480 1065 0.32 40 0 

6 18101 1444 0.32 40 0 

7 17544 2001 0.32 40 0 

8 17448 2097 0.81 40 0 

9 17297 2248 1.76 40 0 

10 17147 2398 2.27 40 0 

11 16899 2646 2.27 40 0 

12 16526 3019 2.27 40 0 

13 16090 3455 2.27 40 0 

14 15946 3599 1.30 40 0 

15 15829 3716 -0.49 40 0 

16 15747 3798 -2.84 40 0 

17 15646 3899 -3.49 40 0 

18 15497 4048 -3.49 40 0 

19 15096 4449 -2.56 40 0 

20 14977 4568 -2.56 40 0 

21 14945 4600 -0.77 40 0 

22 14828 4717 0.59 35 0 

23 14795 4750 0.41 35 0 

24 14740 4805 0.41 35 0 

25 14306 5239 0.41 35 0 

26 13802 5743 0.81 15 0 

27 13771 5774 0.81 15 0 


28Jan2009 

Track: North Metro - SB MP 1_5 to DUS

28Jan2009 

Track: North Metro - SB MP 1_5 to DUS: Components 

Electrical Data For Track: North Metro - SB MP 1_5 to DUS 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 13222.2 DUS - IB North Metro Connector Connect to DUS IB - SB 13222.2 

Graph

Track Data For Track: DUS - IB North Metro 




Description: 




2 13037 185 0.00 15 0 

3 13011 211 0.00 15 0 

4 12034 1188 0.00 15 0 


28Jan2009 

Track: DUS - IB North Metro

28Jan2009 

Track: DUS - IB North Metro: Components 

Electrical Data For Track: DUS - IB North Metro 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 OCS Tie IB - OB_ocsXferBus1 Connector NM-Bus 1 IB 13222.2 

Graph

Track Data For Track: DUS - OB North Metro 




Description: 




2 12034 396 0.00 15 0 

3 13011 1373 0.00 15 0 

4 13037 1399 -0.81 15 0 


28Jan2009 

Track: DUS - OB North Metro

28Jan2009 

Track: DUS - OB North Metro: Components 

Electrical Data For Track: DUS - OB North Metro 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 13222.2 North Metro - NB DUS to MP 1_5 Connector Connect to NM DUS to 1_5 - NB 13222.2 

2 

3 1 6000 OCS Tie IB - OB_ocsXferBus2 Connector NM-Bus 2 OB 13222.2 

Graph

Track Data For Track: North Metro - NB DUS to MP 1_5 




Description: 

Double Track Area from Break Point @ DUS to 

MP 1.5 CRMF 



2 13771 549 -0.81 15 0 

3 13802 580 -0.41 35 0 

4 14306 1084 -0.41 35 0 

5 14740 1518 -0.41 35 0 

6 14795 1573 -0.59 35 0 

7 14828 1606 0.77 40 0 

8 14945 1723 2.56 40 0 

9 14977 1755 2.56 40 0 

10 15096 1874 3.49 40 0 

11 15497 2275 3.49 40 0 

12 15646 2424 2.84 40 0 

13 15747 2525 0.49 40 0 

14 15829 2607 -1.30 40 0 

15 15946 2724 -2.27 40 0 

16 16090 2868 -2.27 40 0 

17 16526 3304 -2.27 40 0 

18 16899 3677 -2.27 40 0 

19 17147 3925 -1.76 40 0 

20 17297 4075 -0.81 40 0 

21 17448 4226 -0.32 40 0 

22 17544 4322 -0.32 40 0 

23 18101 4879 -0.32 40 0 

24 18480 5258 -0.32 65 0 

25 19064 5842 -0.47 65 0 

26 19344 6122 -0.14 65 0 

27 19444 6222 -0.14 65 0 


28Jan2009 Track: North Metro - NB DUS to MP 1_5

28Jan2009 

Track: North Metro - NB DUS to MP 1_5: Components 

Electrical Data For Track: North Metro - NB DUS to MP 1_5 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 19545 North Metro - NB MP 1_5 to 4 Connector Connect to MP 1_5 to 4 - NB 19545 

Graph

Track Data For Track: North Metro - NB MP 1_5 to 4 




Description: 

Double Track Area from MP 1.5 (CRMF) to 

4.0 



2 20890 1345 -0.20 65 0 

3 21037 1492 0.20 65 0 

4 21195 1650 0.18 65 0 

5 23861 4316 0.18 65 0 

6 24198 4653 0.18 65 0 

7 24245 4700 0.45 65 0 

8 24345 4800 0.75 65 0 

9 24446 4901 -0.32 65 0 

10 24480 4935 -0.32 65 0 

11 24501 4956 0.77 65 0 

12 25009 5464 0.77 65 0 

13 25104 5559 0.60 65 0 

14 25203 5658 0.30 65 0 

15 25304 5759 0.11 65 0 

16 26389 6844 0.11 65 0 

17 26826 7281 0.11 65 0 

18 27200 7655 0.11 0 Brighton Blvd. 35 

19 28119 8574 0.31 65 0 

20 28164 8619 0.25 65 0 

21 28221 8676 -0.64 65 0 

22 28319 8774 -0.41 65 0 

23 28945 9400 -0.90 65 0 

24 29047 9502 -1.35 65 0 

25 29146 9601 -1.77 65 0 

26 29450 9905 -1.00 65 0 

27 29787 10242 1.09 65 0 

28 30152 10607 1.90 65 0 

29 31389 11844 1.90 50 0 

30 31400 11855 1.08 50 0 

31 32002 12457 0.48 50 0 

32 32067 12522 -0.75 50 0 

33 32602 13057 -1.66 50 0 

34 32876 13331 -1.66 50 0 PS-4 location 

28Jan2009 Track: North Metro - NB MP 1_5 to 4

28Jan2009 

Track: North Metro - NB MP 1_5 to 4: Components 

Electrical Data For Track: North Metro - NB MP 1_5 to 4 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 PS-4 Feeder PS-4 NB 32875.9 

2 

3 1 6000 32875.9 North Metro - NB MP 4 to 11 Connector Connect to MP 4 to 11 - NB 32875.9 

Graph

Track Data For Track: North Metro - NB MP 4 to 11 




Description: 

Double Track Area from MP 4 to 11 


1 32876 0 -1.66 50 0 

2 33610 734 -1.31 50 0 

3 33884 1008 -0.64 50 0 

4 34061 1185 -0.64 50 0 

5 34161 1285 -0.37 50 0 

6 35081 2205 -0.37 60 0 

7 35570 2694 -0.60 60 0 

8 35701 2825 -0.60 60 0 

9 35847 2971 -1.50 60 0 

10 36118 3242 -1.61 60 0 

11 36476 3600 -1.61 60 0 

12 36721 3845 -1.61 60 0 

13 37572 4696 -1.61 60 0 

14 37831 4955 -1.21 60 0 

15 37980 5104 -0.40 60 0 

16 38130 5254 0.02 60 0 

17 38657 5781 0.00 60 0 

18 38757 5881 0.15 60 0 

19 38837 5961 0.15 45 0 

20 38856 5980 0.13 45 0 

21 39436 6560 0.13 45 0 

22 39613 6737 0.13 45 0 

23 40803 7927 0.13 45 0 

24 42806 9930 0.13 35 0 

25 43086 10210 0.94 35 0 

26 43115 10239 -0.22 35 0 

27 43186 10310 -0.60 35 0 

28 43284 10408 -0.81 35 0 

29 43447 10571 -0.81 35 0 

30 44017 11141 -0.25 35 0 

31 44071 11195 -1.54 35 0 

32 44200=44717 11324 -1.54 0 Commerce City (72nd Ave) 35 

33 45076 11683 -1.73 70 0 

34 45176 11783 -1.07 70 0 

35 45276 11883 -0.77 70 0 

36 46524 13131 -0.77 70 0 

37 47135 13742 -0.77 70 0 

38 47373 13980 -0.32 70 0 

39 47474 14081 0.32 70 0 

40 47571 14178 0.65 70 0 

41 48085 14692 0.65 70 0 

42 48185 14792 0.47 70 0 

43 48285 14892 0.46 70 0 

44 49558 16165 0.46 70 0 

45 49658 16265 1.05 70 0 

46 49758 16365 1.07 70 0 

47 50175 16782 1.07 70 0 

48 50225 16832 1.07 70 0 

49 50322 16929 0.97 70 0 

50 50423 17030 0.32 70 0 

51 50523 17130 0.42 70 0 

52 50992 17599 0.43 70 0 

53 51092 17699 0.56 70 0 

54 51192 17799 0.57 70 0 

55 51640 18247 0.62 70 0 

28Jan2009 Track: North Metro - NB MP 4 to 11


56 51742 18349 0.69 70 0 

57 51841 18448 0.93 70 0 

58 53313 19920 0.93 70 0 

59 53499 20106 0.92 70 0 

60 53599 20206 0.86 70 0 

61 53699 20306 0.85 70 0 

62 53982 20589 0.86 70 0 

63 54082 20689 0.53 70 0 

64 54182 20789 0.52 70 0 

65 54662 21269 0.52 70 0 

66 54762 21369 1.33 70 0 

67 54864 21471 1.28 70 0 

68 54967 21574 0.57 70 0 

69 55067 21674 0.56 70 0 

70 55238 21845 0.57 70 0 

71 55338 21945 0.18 70 0 

72 55438 22045 0.18 70 0 

73 55751 22358 0.18 70 0 

74 55851 22458 0.75 70 0 

75 55951 22558 0.75 70 0 

76 56335 22942 0.75 70 0 

77 57184 23791 0.75 0 88th Ave 35 

78 57550 24157 0.79 70 0 

79 57650 24257 0.43 70 0 

80 57750 24357 0.43 70 0 

81 58325 24932 0.43 70 0 

82 58425 25032 0.06 70 0 

83 58525 25132 0.04 70 0 

84 60460 27067 0.25 70 0 

85 60560 27167 1.13 70 0 

86 60660 27267 1.13 70 0 

87 61325 27932 1.13 70 0 

88 61353 27960 1.13 70 0 

89 61453 28060 0.63 70 0 

90 61475 28082 0.63 70 0 

91 61553 28160 0.62 70 0 

92 62780 29387 0.62 70 0 

93 62880 29487 0.87 70 0 

94 62980 29587 0.87 70 0 

95 63696 30303 0.87 45 0 

96 65000 31607 0.59 45 0 

97 65141 31748 -0.62 45 0 

98 65300 31907 -0.98 45 0 

99 66441 33048 -0.98 45 0 

100 66825 33432 -0.98 0 104th Ave 35 

101 67515 34122 -0.50 70 0 

102 67642 34249 0.58 70 0 

103 67800 34407 1.91 70 0 

104 67965 34572 2.50 70 0 

105 69320 35927 2.54 70 0 

106 69470 36077 0.55 70 0 

107 69620 36227 0.60 70 0 

108 70235 36842 0.60 70 0 PS-5 location

28Jan2009 

Track: North Metro - NB MP 4 to 11: Components 

Electrical Data For Track: North Metro - NB MP 4 to 11 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 PS-5 Feeder PS-5 NB 70235.1 

2 

3 1 6000 70235.1 North Metro - NB MP 11 to 13_9 Connector Connect to 11 to 13_9 - NB 70235.1 

Graph

Track Data For Track: North Metro - NB MP 11 to 13_9 




Description: 

Double Track Area from MP 11 to 13.9 


1 70235 0 0.60 70 0 

2 70510 275 0.20 70 0 

3 70610 375 -0.29 70 0 

4 70710 475 -0.30 70 0 

5 71400 1165 0.00 70 0 

6 71500 1265 0.65 70 0 

7 71600 1365 0.71 70 0 

8 72235 2000 0.71 65 0 

9 72289 2054 0.70 65 0 

10 72389 2154 0.02 65 0 

11 72489 2254 0.00 65 0 

12 73063 2828 0.42 65 0 

13 73163 2928 1.53 65 0 

14 73263 3028 1.92 65 0 

15 73500 3265 1.92 65 0 

16 73600 3365 0.59 65 0 

17 73700 3465 0.60 65 0 

18 73871 3636 0.60 65 0 

19 74700 4465 0.60 65 0 

20 74800 4565 0.60 65 0 

21 75875 5640 0.60 0 112th Ave. 35 

22 76150 5915 0.60 70 0 

23 76250 6015 0.81 70 0 

24 76350 6115 0.81 70 0 

25 78515 8280 0.40 70 0 

26 78625 8390 -1.26 70 0 

27 78965 8730 -2.49 70 0 

28 79679 9444 -2.49 70 0 

29 79695 9460 -1.26 70 0 

30 80020 9785 1.24 70 0 

31 80345 10110 2.51 70 0 

32 80900 10665 1.92 70 0 

33 81075 10840 0.50 70 0 

34 81228 10993 -0.26 70 0 

35 81300 11065 -0.55 70 0 

36 81552 11317 -0.55 70 0 

37 82075 11840 -0.42 70 0 

38 82175 11940 -0.29 70 0 

39 82275 12040 -0.17 70 0 

40 82790 12555 -0.17 70 0 

41 83110 12875 -0.17 0 124th Ave 35 

42 83400 13165 -0.17 55 0 

43 83500 13265 -0.52 55 0 

44 83600 13365 -0.52 55 0 

45 85306 15071 -0.52 55 0 

46 85466 15231 -0.54 55 0 

47 85566 15331 -0.41 55 0 Double to Single Track 

28Jan2009 Track: North Metro - NB MP 11 to 13_9

28Jan2009 

Track: North Metro - NB MP 11 to 13_9: Components 

Electrical Data For Track: North Metro - NB MP 11 to 13_9 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 1 6000 85566.1h Metro - Single Track MP 13_9 to Connector Connect to MP 13_9 to 18 - NB 85566.1 

Graph

Track Data For Track: North Metro - Single Track MP 13_9 to 18_0 




Description: 



1 85566 0 -0.41 55 0 Double to Single Track 

2 85666 100 -0.38 55 0 

3 85690 124 -0.38 55 0 

4 85790 224 -0.38 55 0 

5 86069 503 -0.38 55 0 

6 86425 859 -0.38 55 0 

7 86525 959 -1.00 55 0 

8 86925 1359 -0.35 55 0 

9 87025 1459 -0.35 55 0 

10 87475 1909 -0.35 55 0 

11 87575 2009 -0.73 70 0 

12 87675 2109 -0.73 70 0 

13 89120 3554 -0.75 70 0 

14 89245 3679 -0.63 70 0 

15 89370 3804 -0.63 70 0 

16 91015 5449 -0.63 70 0 

17 91080 5514 -0.63 70 0 

18 91115 5549 -0.68 70 0 

19 91180 5614 -0.68 70 0 

20 91215 5649 -0.65 70 0 

21 91485 5919 -0.65 70 0 

22 91585 6019 -0.65 70 0 

23 92420 6854 -0.65 70 0 

24 92450 6884 -0.65 70 0 

25 92550 6984 -0.58 70 0 

26 92650 7084 -0.58 70 0 

27 93275 7709 -0.58 70 0 

28 93375 7809 -0.84 70 0 

29 93475 7909 -0.84 70 0 

30 94523 8957 -0.84 70 0 

31 95320 9754 -0.83 70 0 

32 95420 9854 -0.38 70 0 

33 95520 9954 -0.37 70 0 

34 96219 10653 -0.37 0 144th Ave 35 

35 96609 11043 -0.37 55 0 

36 96622 11056 -0.39 55 0 

37 96720 11154 -0.81 55 0 

38 96820 11254 -0.82 55 0 

39 98359 12793 -0.82 70 0 

40 98475 12909 -0.82 70 0 

41 98575 13009 -0.68 70 0 

42 98675 13109 -0.69 70 0 

43 100127 14561 -0.69 70 0 

44 100500 14934 -0.69 70 0 

45 100600 15034 -0.62 70 0 

46 100700 15134 -0.59 70 0 

47 101000 15434 -0.63 70 0 

48 101157 15591 -0.63 70 0 

49 102750 17184 -0.62 70 0 

50 102781 17215 -0.62 70 0 

51 102850 17284 -0.83 70 0 

52 102950 17384 -0.83 70 0 

53 103618 18052 -0.83 70 0 

54 103850 18284 -0.83 70 0 

55 103950 18384 -0.27 70 0 

28Jan2009 Track: North Metro - Single Track MP 13_9 to 18_0


56 104050 18484 -0.28 70 0 

57 104750 19184 -0.28 70 0 

58 104850 19284 -1.19 70 0 

59 104950 19384 -1.20 70 0 

60 105200 19634 -1.20 70 0 

61 105250 19684 -1.20 70 0 

62 105400 19834 -1.19 70 0 

63 105500 19934 -0.80 70 0 

64 105600 20034 -0.79 70 0 

65 106375 20809 -0.80 70 0 

66 106443 20877 -0.80 70 0 

67 106475 20909 -0.60 70 0 

68 106575 21009 -0.61 70 0 

69 107225 21659 -0.61 70 0 PS-6 location

28Jan2009 

Track: North Metro - Single Track MP 13_9 to 18_0: Components 

Electrical Data For Track: North Metro - Single Track MP 13_9 to 18_0 






Connects To 


Connects at 

Component 


Component 

This Track 

Type 


or Track 

(ft) 

1 100 500 PS-6 Feeder PS-6 NB 107225.2 

2 

3 1 6000 85566.1 North Metro - SB MP 13_9 to 11 Connector Connect to MP 13_9 to 11 - SB 85566.1 

4 

5 1 6000 107225.2h Metro - Single Track MP 18_0 to Connector Connect to ST MP 18_0 to MP 1 107225.2 

Graph

Track Data For Track: North Metro - Single Track MP 18_0 to 18_5 




Description: 



1 107225 0 -0.61 70 0 

2 107325 100 -0.68 70 0 

3 107425 200 -0.68 70 0 

4 109750 2525 -0.68 70 0 

5 109850 2625 -0.82 70 0 

6 109950 2725 -0.82 70 0 

7 110163 2938 -0.82 0 162nd Ave 35 

28Jan2009 Track: North Metro - Single Track MP 18_0 to 18_5

28Jan2009 

Track: North Metro - Single Track MP 18_0 to 18_5: Components 

Electrical Data For Track: North Metro - Single Track MP 18_0 to 18_5 




28Jan2009 

AC Sources 

AC Sources 


Name 

Power 

(MVA) 

Volts 

Rated (kV) 

Volts 

Run (pu) 

Z(pu) 

(100 MVA 

Base) 

Source - Sandown SS 100 115 1.0 0 + j0.0157 

Source - Argo SS 100 115 1.0 0 + j0.0157

28Jan2009 

Substations 

Substations 


Name 

Switch? 

Source Src Line Z Power (MVA) Winding Z (pu) Bus Brkrs Xfer Brkrs 

Sandown SS Source - Sandown SS 0.661 + j3.97 10 0 + j0.07 CLOSE OPEN 

Source - Sandown SS 0.661 + j3.97 10 0 + j0.07 CLOSE 

Argo SS Source - Argo SS 0.661 + j3.97 10 0 + j0.07 CLOSE OPEN 

Source - Argo SS 0.661 + j3.97 10 0 + j0.07 CLOSE 

Phase Break CLOSE OPEN 

CLOSE 

T Splice CLOSE CLOSE 

CLOSE 

OCS Tie IB - OB CLOSE CLOSE 

CLOSE

Data For AC Feeder: East Corridor - East 


Base Voltage: 50 kV 

Connections 

AT Name Power 

(MVA) 

Winding Z 

(pu) 

Connect At 

(mi) 

Sandown SS_feederBus2 0 

PS-1 2 0 +j0.015 7.1 

PS-2 2 0 +j0.015 11.5 

Feeder-1 Z 

( /mi) 

Feeder-2 Z 

( /mi) 

0.311 + j1.356 0.311 + j1.356 

0.311 + j1.356 0.311 + j1.356 

28Jan2009 

AC Feeder: East Corridor - East

Data For AC Feeder: East Corridor - West 



Connections AT Name Power 

(MVA) 

Winding Z 

(pu) 

Connect At 

(mi) 

Sandown SS_feederBus1 0 

Phase Brk AT-2 2 0 +j0.015 5.199 

Phase Break_fdrXferBus2 5.2 

Feeder-1 Z 

( /mi) 

Feeder-2 Z 

( /mi) 

0.311 + j1.356 0.311 + j1.356 

0.001 + j0 0.001 + j0 

28Jan2009 

AC Feeder: East Corridor - West

Data For AC Feeder: EC Phase Bus 1 to T-Splice Bus 2 



Connections AT Name Power 

(MVA) 

Winding Z 

(pu) 

Connect At 

(mi) 

Phase Break_fdrXferBus1 0 

Phase Brk AT-1 2 0 +j0.015 0.001 

T Splice_fdrXferBus2 0.5 

Feeder-1 Z 

( /mi) 

Feeder-2 Z 

( /mi) 

0.001 + j0 0.001 + j0 

0.311 + j1.356 0.311 + j1.356 

28Jan2009 AC Feeder: EC Phase Bus 1 to T-Splice Bus 2

Data For AC Feeder: Gold Line - East 



Connections 

AT Name Power 

(MVA) 

Winding Z 

(pu) 

Connect At 

(mi) 

Argo SS_feederBus2 0 

T Splice_fdrXferBus1 1.7 

Feeder-1 Z 

( /mi) 

Feeder-2 Z 

( /mi) 

.311+j1.356 .311+j1.356 

28Jan2009 

AC Feeder: Gold Line - East

Data For AC Feeder: Gold Line - West 



Connections 

AT Name Power 

(MVA) 

Winding Z 

(pu) 

Connect At 

(mi) 

Argo SS_feederBus1 0 

PS-3 2 0 +j0.015 9.2 

Feeder-1 Z 

( /mi) 

Feeder-2 Z 

( /mi) 

.311+j1.356 .311+j1.356 

28Jan2009 

AC Feeder: Gold Line - West

Data For AC Feeder: North Metro 



Connections 

AT Name Power 

(MVA) 

Winding Z 

(pu) 

Connect At 

(mi) 

T Splice_fdrXferBus1 0 

PS-4 2 0 +j0.015 3.7 

PS-5 2 0 +j0.015 10.7 

PS-6 2 0 +j0.015 17.7 

Feeder-1 Z 

( /mi) 

Feeder-2 Z 

( /mi) 

0.311 + j1.356 0.311 + j1.356 

0.311 + j1.356 0.311 + j1.356 

0.270 + j1.229 

28Jan2009 

AC Feeder: North Metro

Car Data For Car: Denver AC Car 


Car Description: 

Runtime Weight: 176200 lb 

Design Weight: 176200 lb 

Max Braked Weight: 176200 lb 

Rotating Weight: 14750 lb 

Axle Count: 4 

Frontal Area: 130 sq ft 

Design Voltage: 25000 

Runtime Voltage: 25000 

Design Accel: 2.50 mph/s 

Runtime Accel: 2.50 mph/s 

Design Decel: -2.50 mph/s 

Friction Brake: 0 % 

Max Design Speed: 85.0 mph 

Mechanical Efficiency: 0.93 

Electrical Efficiency: 0.87 

Hotel Power: 35 kW 

28Jan2009 

Drive Type: Inverter Drive AC 

Full Field Only: No 

Series Only: No 

Allow Regen: No 

Clamp TE w/Rising Voltage: Yes 

Scale TE w/Weight and Accel: No 

Max Speed Enforced: No 

Drive Power Factor: 1.00 

Hotel Power Factor: 0.80 

TE Limits Enabled: No 

Voltage 

TE Limit (lbs) 

Current Limits Enabled: No 

Current Limits Per Train: No 

Voltage 

Current (A) 

Total TE / Weak Field TE Data 

Speed 

(mph) 

TE 

(lbs) 

Eff. 

(dec) 

1 9311 0 

3 16127 0 

5 19304 0 

7 19295 0 

9 19286 0 

11 19277 0 

13 19267 0 

15 19256 0 

17 19245 0 

19 19234 0 

21 19222 0 

23 19209 0 

25 19196 0 

27 19182 0 

29 19168 0 

31 19153 0 

33 19095 0 

35 18448 0 

37 17445 0 

39 16479 0 

41 15693 0 

43 14886 0 

45 14169 0 

47 13552 0 

49 12926 0 

51 12374 0 

53 11838 0 

55 11355 0 

57 10918 0 

59 10500 0 

61 10117 0 

63 9750 0 

65 9425 0 

67 9092 0 

69 8769 0 

71 8410 0 

73 8155 0 

Car: Denver AC Car

Speed 

(mph) 

TE 

(lbs) 

Eff. 

(dec) 

75 7884 0 

77 7626 0 

79 7394 0 

81 7165 0 

83 6925 0 

85 6721 0

RR 

Trains 

Name 

Train 1 Train 2 Train 3 Train 4 

Base Car 

Denver AC Car Denver AC Car Denver AC Car Denver AC Car 

Length 

4 4 4 4 

Stations Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed Depart Dwell 

Denver Union Station 7:06 AM 1 35 0 7:21 AM 1 35 0 7:36 AM 1 35 0 7:51 AM 1 35 

40th and 40th 0 35 0 0 35 0 0 35 0 0 35 

Colorado Boulevard 0 35 0 0 35 0 0 35 0 0 35 

Central Park Boulevard 0 35 0 0 35 0 0 35 0 0 35 

Peoria 0 35 0 0 35 0 0 35 0 0 35 

40th and Airport 0 35 0 0 35 0 0 35 0 0 35 

64th Avenue Station Option 1 0 35 0 0 35 0 0 35 0 0 35 

72nd and Himalaya (Highpoint) Option 2 0 35 0 0 35 0 0 35 0 0 35 

DIA 0 35 0 0 35 0 0 35 0 0 35 

_route_end_ X 0 0 15 X 0 0 15 X 0 0 15 X 0 0

Train 5 Train 6 

Train 7 Train 8 Train 9 

Denver AC Car Denver AC Car Denver AC Car 

Denver AC Car 


4 4 4 4 

4 

Speed Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed 

0 8:06 AM 1 35 0 8:21 AM 1 35 0 8:36 AM 1 35 0 8:51 AM 1 35 0 9:06 AM 1 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

15 X 0 0 15 X 0 0 15 X 0 0 15 X 0 0 15 X 0 0 15

Train 10 






4 4 4 

4 

Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed 

9:21 AM 1 35 0 9:36 AM 1 35 0 9:51 AM 1 35 0 10:06 AM 1 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

X 0 0 15 X 0 0 15 X 0 0 15 X 0 0 15

RR 

Trains 

Name 


Base Car 


Length 

2 2 2 2 



41st Ave 0 30 0 0 30 0 0 30 0 0 30 

Pecos 0 30 0 0 30 0 0 30 0 0 30 

Federal 0 30 0 0 30 0 0 30 0 0 30 

Sheridan 0 30 0 0 30 0 0 30 0 0 30 

Olde Town 0 30 0 0 30 0 0 30 0 0 30 

Arvada Ridge 0 30 0 0 30 0 0 30 0 0 30 

Ward Rd 0 30 0 0 30 0 0 30 0 0 30 

_route_end_ X 0 0 30 X 0 0 30 X 0 0 30 X 0 0






2 2 2 2 

2 


0 7:32 AM 1 35 0 7:39 AM 1 35 0 7:47 AM 1 35 0 7:54 AM 1 35 0 8:02 AM 1 35 0 

0 0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

30 X 0 0 30 X 0 0 30 X 0 0 30 X 0 0 30 X 0 0 30

Train 10 





2 2 2 

2 2 

Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed 

8:09 AM 1 35 0 8:17 AM 1 35 0 8:24 AM 1 35 0 8:32 AM 1 35 0 8:39 AM 1 35 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

X 0 0 30 X 0 0 30 X 0 0 30 X 0 0 30 X 0 0 30


Train 19 



2 2 

2 2 2 


8:47 AM 1 35 0 8:54 AM 1 35 0 9:02 AM 1 35 0 9:09 AM 1 35 0 9:17 AM 1 35 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

X 0 0 30 X 0 0 30 X 0 0 30 X 0 0 30 X 0 0 30





2 

2 2 2 2 


9:24 AM 1 35 0 9:32 AM 1 35 0 9:39 AM 1 35 0 9:47 AM 1 35 0 9:54 AM 1 35 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

0 30 0 0 30 0 0 30 0 0 30 0 0 30 0 

X 0 0 30 X 0 0 30 X 0 0 30 X 0 0 30 X 0 0 30

Train 25 


2 

Depart Dwell Speed 

10:02 AM 1 35 0 

0 30 0 

0 30 0 

0 30 0 

0 30 0 

0 30 0 

0 30 0 

0 30 0 

X 0 0 30

RR 

Trains 

Name 


Base Car 


Length 

4 4 4 4 



Brighton Blvd. 0 35 0 0 35 0 0 35 0 0 35 

Commerce City (72nd Ave) 0 35 0 0 35 0 0 35 0 0 35 

88th Ave 0 35 0 0 35 0 0 35 0 0 35 

104th Ave 0 35 0 0 35 0 0 35 0 0 35 

112th Ave. 0 35 0 0 35 0 0 35 0 0 35 

124th Ave 0 35 0 0 35 0 0 35 0 0 35 

144th Ave 0 35 0 0 35 0 0 35 0 0 35 

162nd Ave 0 35 0 0 35 0 0 35 0 0 35






4 4 4 4 

4 


0 7:58 AM 1 35 0 8:13 AM 1 35 0 8:28 AM 1 35 0 8:43 AM 1 35 0 8:58 AM 1 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0 

0 0 35 0 0 35 0 0 35 0 0 35 0 0 35 0

Train 10 






4 4 4 

4 

Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed Depart Dwell Speed 

9:13 AM 1 35 0 9:28 AM 1 35 0 9:43 AM 1 35 0 9:58 AM 1 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0 

0 35 0 0 35 0 0 35 0 0 35 0

Commuter Rail AC Electrification Load-Flow Simulation Report - RTD

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