Commuter Rail AC Electrification Load-Flow Simulation Report - RTD

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Commuter Rail AC Electrification Load-Flow Simulation Report Revision 1 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
Commuter Rail AC Electrification Load-Flow Simulation Report Revision 1 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 Catenary-to-Rails 25.0 1.00 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 Catenary-to-Rails 17.5 0.70 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
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# Location Distance Grade Speed Sta
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Track Data For Track: East Corridor
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Speed (mph) TE (lbs) Eff. (dec) 75
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Commuter Rail AC Electrification Load-Flow Simulation Report - RTD

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